EP3666617B1 - Structure d'enveloppe à double paroi pour une carrosserie - Google Patents

Structure d'enveloppe à double paroi pour une carrosserie Download PDF

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Publication number
EP3666617B1
EP3666617B1 EP19210746.4A EP19210746A EP3666617B1 EP 3666617 B1 EP3666617 B1 EP 3666617B1 EP 19210746 A EP19210746 A EP 19210746A EP 3666617 B1 EP3666617 B1 EP 3666617B1
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EP
European Patent Office
Prior art keywords
stiffening element
enveloping
wall
enveloping structure
strut
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.)
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Application number
EP19210746.4A
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German (de)
English (en)
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EP3666617A2 (fr
EP3666617A3 (fr
Inventor
Hendrick Seidler
Sven Uschmann
Dr. Jan Prockat
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Alstom Holdings SA
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Bombardier Transportation GmbH
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Publication date
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Priority claimed from DE102018129469.7A external-priority patent/DE102018129469A1/de
Priority claimed from DE102018129470.0A external-priority patent/DE102018129470A1/de
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3666617A2 publication Critical patent/EP3666617A2/fr
Publication of EP3666617A3 publication Critical patent/EP3666617A3/fr
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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
    • B61D17/08—Sides

Definitions

  • the invention relates to an enveloping structure for a car body for a vehicle and a method for producing an enveloping structure.
  • Shell structures of car bodies are often formed from double-layer structures such as double-walled aluminum extrusions.
  • double-walled aluminum extrusions Such an envelope structure is shown, for example, in DE 10 2011 088 509 B4 .
  • the double-walled structure ensures sufficient strength and low weight at the same time.
  • the outer and inner walls of the extruded aluminum profiles are usually connected to one another via struts, which transfer the forces introduced into the enveloping structure or distribute them to the outer and inner walls.
  • the rigidity of the car body is reduced by cutouts in the car body, which are provided for example for windows and doors.
  • the wall thicknesses of the enveloping profiles used can be increased. Production by extrusion usually results in constant cross-sections. Consequently, the wall thickness can only be changed over the entire length of an enveloping profile. However, this leads to an increased cost of materials and thus weight of the car body.
  • additional supporting components can be welded on to increase rigidity, which means that the cost of manufacturing the car body is significantly greater.
  • JP H11 59413 A a shell structure for a vehicle with a shell structure-reinforcing weld is known.
  • JP H11 59412 A and the EP 1 118 521 A1 are envelope structures known for vehicles with a reinforcing body inserted into a cavity of the enveloping structure.
  • the invention is therefore based on the object of creating an enveloping structure which can be produced simply and inexpensively and which has a high level of strength and low weight.
  • this object is achieved with an enveloping structure according to claim 1 . Furthermore, the object is achieved with a method according to claim 13 and a stiffening element according to claim 15. Advantageous developments of the invention are contained in the dependent claims.
  • the object is achieved in that the enveloping structure has at least one enveloping profile with an inner wall, an outer wall and a strut connecting the inner wall and the outer wall, with a stiffening element which stiffens the enveloping structure at least in sections being provided and which is introduced in a form-fitting manner between the outer wall and the inner wall and wherein the stiffening element encompasses the strut.
  • the invention thus makes it possible to use enveloping profiles with lower wall thicknesses and still achieve sufficient strength.
  • the higher strength is achieved through the supporting effect of the stiffening element used.
  • the stiffening element enables a more direct transmission of force between the inner and outer wall and supports them against each other.
  • enveloping structure refers to the structure of the outer shell of a rail vehicle. This can include car body floors, walls and/or ceilings and be formed by one or more enveloping profiles.
  • the shell structure can have the actual outer shell, structural elements such as struts and/or an inner shell.
  • the enveloping profile can be formed from several extruded profiles that are welded together. The welding process preferably takes place before the stiffening element is inserted.
  • the stiffening element can have bearing surfaces on adjacent surfaces of the enveloping profile.
  • the stiffening element can rest on at least four, preferably on five, most preferably on seven bearing surfaces on the enveloping profile.
  • the stiffening element preferably extends into areas of the enveloping profile in which relatively large forces or moments occur.
  • the stiffening element rests against the inner wall or the outer wall of the enveloping profile.
  • the stiffening element can bear against the inner wall and the outer wall. Thus, direct power transmission between the inner and outer wall is possible.
  • the stiffening element can have at least two force transmission surfaces which are arranged on essentially opposite sides of the stiffening element.
  • the stiffening element can be designed for insertion into a receiving space in the enveloping structure, with the receiving space bearing against several surfaces when the stiffening element is inserted.
  • the enveloping structure can be formed by extruded profiles.
  • the receiving space can be formed by one or more, in particular double-walled, extruded profiles.
  • the enveloping structure is preferably formed from extruded aluminum profiles. Cavities in the extruded aluminum profiles form the receiving space.
  • At least three force transmission surfaces can be provided.
  • the three force transmission surfaces can each run essentially orthogonally to a common plane of force action, in order to be able to absorb forces and moments from different directions that lie essentially on a common plane of force action.
  • the plane of action of the force ideally runs parallel or tangential to the outer shell of the shell structure.
  • the plane of action of the force is thus a plane that is spanned by force vectors acting in the enveloping structure.
  • the stiffening element can have at least one seat for a strut that reinforces the outer shell of the car body, and the seat can have at least one force transmission surface on its inside to enable force transmission in other directions.
  • the stiffening element preferably has at least one receptacle for a strut that reinforces the enveloping structure of the car body, and the receptacle preferably includes at least one force transmission surface on its inside.
  • At least one strut connecting the inner wall and the outer wall is provided in the enveloping profile, with the stiffening element encompassing the strut.
  • the strut can thus serve as a further form-fitting means that reinforces the form-fitting connection with the enveloping profile.
  • a displacement of the stiffening element in the enveloping profile can be blocked by the further form fit.
  • At least two struts are provided, which lie against the stiffening element on opposite sides of the latter. In this way, the stiffening element can be positively secured against displacement in two directions.
  • One or both struts can engage in the stiffening element or be surrounded by it in order to optimize the form fit between the stiffening element and the enveloping profile. Thus, tensile forces or bending moments can also be transmitted via the stiffening element.
  • the struts run parallel to one another, so that the stiffening element can be pushed into the enveloping profile in an insertion direction.
  • the insertion direction can correspond to an extrusion direction of the enveloping profile.
  • the struts can preferably run continuously from the inner wall to the outer wall.
  • the struts ideally run in an extrusion direction, with the insertion direction corresponding to the extrusion direction.
  • At least three struts can be provided, each of which bears against one side of the stiffening element and/or engages in the stiffening element.
  • forces can be transmitted on more than two levels.
  • the stiffening element is made of a composite material (composite, aluminum foam).
  • the stiffening element can in particular be formed from a fiber composite material, such as a carbon fiber or glass fiber composite material. This enables high strength and low weight at the same time.
  • the stiffening element can be formed from aluminum, in particular from foamed aluminum.
  • the stiffening element can be designed so that it can be molded into the enveloping profile. In a non-hardened state, the stiffening element can have slightly larger dimensions than a receiving space between the inner and outer wall provided for receiving the stiffening element. When inserting the stiffening element, it can be slightly compressed in order to achieve a complete positive fit between the stiffening element and the enveloping profile in the hardened state.
  • the enveloping structure can have a cutout.
  • the cutout may be provided in a side wall area, an end wall area, a roof area and/or a floor area.
  • the cutout can in particular be a door cutout and/or a window cutout and/or a cutout for an air conditioning system.
  • the stiffening element can adjoin the cutout. In this way, the enveloping structure is stiffened, particularly in the edge area of the cutouts, and deformations of the enveloping structure are blocked.
  • the stiffening element can border or delimit the cutout at least in sections.
  • the stiffening element can at least partially form a frame of the cutout, in particular a window frame.
  • the stiffening element can form a door frame.
  • the stiffening element can be used at penetrations in the enveloping structure, for example at a penetration for an air duct.
  • the stiffening element can form sealing surfaces on bushings in order to ensure the best possible sealing of the car body.
  • a filling material can be provided between the stiffening element and the enveloping profile in order to close gaps between the enveloping profile and stiffening element or to smooth out unevenness on the contact surfaces.
  • the filling material is ideally incompressible in a hardened state.
  • the filling material can be formed at least partially from a duroplastic and/or quartz sand.
  • this can form a side wall, a roof and/or a floor of the car body.
  • an enveloping section is first formed from enveloping profiles, an enveloping profile having an inner wall, an outer wall and at least one strut connecting the inner wall and the outer wall.
  • Several enveloping profiles can be connected to one another, in particular welded, in order to form the enveloping section.
  • a Stiffening element are inserted into a receiving space of the enveloping portion, wherein the stiffening element engages around the strut.
  • the stiffening element can preferably be introduced into the enveloping section in the extrusion direction.
  • Remaining intermediate spaces such as gaps between the stiffening element and the enveloping section can be filled with a filling material during the insertion of the stiffening element.
  • the stiffening element can be provided or coated with filling material before it is inserted.
  • gaps can be filled with a filling material after the stiffening element has been inserted.
  • the stiffening element is provided with at least one force transmission surface, with a distribution system having at least one distribution channel for distributing a filling material that is liquid in a processing state along the force transmission surface being provided in the stiffening element.
  • a filling material can thus also be conveyed to the force transmission surface when the stiffening means is in the installed state, i.e. the production of an enveloping structure stiffened with the stiffening element is significantly simplified.
  • An enveloping structure that is reinforced with a stiffening element according to the invention preferably has an accommodation space in which the stiffening element can be accommodated.
  • inner walls of the receiving space serve as contact surfaces or force transmission surfaces for the stiffening element.
  • At least one force transmission surface is provided with an elevation on its edge at least in sections.
  • the elevation can, for example, be part of the base body of the stiffening element or be formed by a web formed by the material of the base body of the stiffening element.
  • the increase can be on the enveloping profile or an inner wall of the receiving space rest and thus serve to set a defined distance between the force transmission surface and the enveloping profile.
  • a defined and uniform joint width can thus be set in the area of the force transmission surface. Slight unevenness can be compensated for by the defined gap between the force transmission surface and the enveloping profile.
  • the elevation can serve as a flow barrier to keep filling material in gaps between the force transmission surface and inner walls of the receiving space on the force transmission surface. In this way, the amount of filling material to be used can also be predetermined more precisely.
  • the stiffening element can be provided with a seal which at least partially surrounds the force transmission surface.
  • the seal can be formed by an elastic sealing lip, by which liquid filling material is held on the force transmission surface when the stiffening element is installed.
  • the distribution system can have a filling opening into which the filling material can be introduced.
  • the filling opening can have a connection device to which a filling device can be connected.
  • the connection device can have a form-fitting element for form-fitting fastening of the filling device, for example a thread or a web or depression for latching with a latching element. This means that the filling material can be fed into the distribution system at increased pressure.
  • the distribution system has at least one opening which is arranged on the at least one force transmission surface and forms an opening of the distribution channel.
  • the filling material can thus be transported directly to the force transmission surface via the distribution system.
  • a hydraulic pressure can be built up via the distribution system and a filling material that is still liquid in a processing state and is located in the distribution system. It is thus possible to align the position of the stiffening element using hydraulic pressure in the distribution system.
  • the distribution channel penetrates the stiffening element. This allows the filling material to be transported via the distribution channel to a number of sides of the stiffening element or to force-transmitting surfaces which are opposite one another with respect to the stiffening element.
  • the distribution channel can be formed at least in sections as a depression on the stiffening element and can extend along a surface of the stiffening element.
  • a section of the distribution channel designed as a depression can extend in particular along a force transmission surface. The filling material can thus be conveyed along the distribution channel onto the force transmission surface.
  • the distribution system can comprise a distribution channel connecting at least two distribution channels in order to improve the distribution of the filling material.
  • the distribution system has a filling opening which is accessible from the outside when the stiffening element is in the assembled state and which is connected to the at least one distribution channel.
  • the filling material is preferably formed from a material that can be conveyed through the distribution system.
  • the filler material is liquid at room temperature in a processing state.
  • the filling material can be designed to be essentially liquid at room temperature and hardening essentially at room temperature.
  • the filling material can be formed from a polymer which is designed to be crosslinkable at room temperature.
  • the filling material can in particular be designed to be formable and hardenable without the effect of temperature.
  • the filling material can preferably be formed from a duroplastic.
  • the stiffening element can be produced using the 3D printing process.
  • the distribution channels can have undercuts and/or a curved course in sections.
  • the stiffening element can be designed in particular for use in double-walled enveloping structures, in particular for enveloping structures formed from extruded aluminum profiles.
  • the enveloping structure can correspondingly have at least one enveloping profile with an inner wall and an outer wall, wherein the stiffening element can be introduced in a form-fitting manner between the outer wall and the inner wall.
  • a method according to the invention for assembling a stiffening element comprises the following steps: First, the stiffening element is inserted into a receptacle or a receptacle space of an enveloping structure. With the insertion of the stiffening element, a form fit between the stiffening element and the enveloping structure can already be produced.
  • the distribution channel is then filled with a filling material.
  • Pressure can be built up via the distribution channel or the filling material can be conveyed into the distribution channel under pressure.
  • the filling material emerges at openings or ends of the distribution channel.
  • the distribution channel is then filled again until the cavities remaining between the force transmission surfaces and the inner walls of the receptacle or the receptacle space are filled with the filling material.
  • the enveloping structure 1 shows a section of an enveloping structure 1, which forms a side wall of a rail vehicle.
  • the enveloping structure 1 can be formed by a multiplicity of enveloping profiles, some of which are placed on top of one another in a form-fitting manner and are welded to one another on their inner and/or outer sides.
  • the outside of the enveloping structure forms the outer shell 25, which can be formed from the outsides of a large number of enveloping profiles.
  • the enveloping structure 1 is part of a car body for a passenger vehicle.
  • the enveloping structure 1 has cutouts 10, 11, 12, 13, which are used to form entrances and windows.
  • the cutouts 11, 12, 13 form windows of the car body, the cutout 10 an access.
  • FIG. 1 is a cross-section of the enveloping structure 1 at point AA of FIG 1 shown.
  • the enveloping structure 1 is formed by an enveloping profile 2 .
  • the enveloping profile 2 has an inner wall 3 and an outer wall 4 . Between the inner wall 3 and the outer wall 4 there are struts 5, 7, 9, which connect the inner wall 3 and the outer wall 4 to one another and support one another. At the same time, the struts 5, 7, 9 form a receiving space 14. All the struts 5, 7, 9 were produced in an extrusion process for the production of the enveloping profile 2 and extend in an extrusion direction S.
  • a stiffening element 6 is inserted between the inner wall 3 and the outer wall 4 and is held in the receiving space 14 in a form-fitting manner by the inner wall 3 and the outer wall 4 and by the struts 7 , 9 .
  • the stiffening element 6 is inserted into the receiving space 14 in accordance with the course of the adjoining struts 7 , 9 .
  • the stiffening element 6 is thus pushed into the receiving space 14 in an insertion direction E, which corresponds to the extrusion direction S.
  • FIG 3 shows a sectional side view of the detail of FIG 2 .
  • the stiffening element 6 borders on the cutout 12 .
  • the surface of the stiffening element 6 adjoining the cutout 12 follows the course of the cutout 12 or the surface of the stiffening element 6 adjoining the cutout 12 is flush with the edge of the cutout 12.
  • the stiffening element 6 has bearing surfaces 16, 17 on which the stiffening element 6 rests on struts 7, 9.
  • the bearing surfaces 16, 17 run parallel to the flanks of the struts 7, 9 and thus offer the possibility of a two-dimensional force transmission.
  • the stiffening element 6 rests on its upper side with the bearing surface 17 on the strut 7 and on its underside with the bearing surface 16 on the strut 9 . Between the two struts 7 and 9 a transmission of moments is thus possible.
  • another strut 8 is provided which, like the other struts 7, 9, runs in the extrusion direction S and connects the inner wall 3 to the outer wall (not shown here).
  • the stiffening element 6 is provided with a slot 15 in which the strut 8 is received.
  • the slot 15 ideally borders the strut 8 on both sides.
  • the strut 8 is thus encompassed by the stiffening element 6 or the strut 8 engages in the stiffening element 6 . Consequently, tensile forces can be transmitted transversely to the extension of the strut 8 via the form fit. Furthermore, the transmission of torques is possible, in particular in a direction perpendicular to the insertion direction E.
  • the positive connection between the stiffening element 6 and the enveloping structure 1 or the enveloping profile 2 is thus supplemented by the strut 8 .
  • the width of the stiffening element 6 corresponds approximately to the width of the receiving space 14 , the stiffening element 6 thus rests directly on the inside of the inner wall 3 and on the inside of the outer wall 4 .
  • the receiving space 14 is delimited at the top by the strut 7 and at the bottom by the strut 9.
  • the strut 8 forms a stop in the direction of insertion E. It limits a movement of the stiffening element 6 in the direction of insertion E and thus simplifies the assembly of the stiffening element 6.
  • the stiffening element 6 has the contour of the cutout 12 .
  • the inner wall 3 and the outer wall 4 are thus in supported seamlessly against each other in this area.
  • the stiffening element 6 also forms a window frame in sections.
  • FIG. 1 In the sectional view of figure 5 1 is an alternative cross-section of the enveloping structure 1 at location AA of FIG 1 shown.
  • the extrusion direction corresponds to a longitudinal direction of the rail vehicle.
  • Force-transmitting surfaces 26 , 27 , 21 , 22 are arranged on the stiffening element 6 , each cooperating in a force-transmitting manner with inner surfaces of the receiving space 14 of the enveloping profile 2 .
  • the force transmission surfaces 26, 27, 21, 22 support the inner walls of the enveloping profile 2 against one another and thus lead to a stiffening of the enveloping profile 2.
  • cavities such as e.g. gaps can remain between the inner walls of the receiving space 14 and the stiffening element 6, which disrupt the form fit between the stiffening element 6 and the enveloping profile 2.
  • filling with a pressure-resistant filling material is provided.
  • the stiffening element 6 is equipped with a distribution system 18 for distributing the filling material between the stiffening element 6 and the inner surfaces of the receiving space 14 .
  • the distribution system 18 comprises a multiplicity of distribution channels 19 , 20 for distributing the filling material to the force transmission surfaces 26 , 27 .
  • the longitudinal plane is essentially defined by the x and z axes of the vehicle coordinate system.
  • distribution channels 20 are provided, which guide the filling material essentially in a transverse direction, ie along the y-axis of the vehicle coordinate system. All distribution channels 19, 20 are connected to one another. In this case, distribution channels 19 connect two or more distribution channels 20 to one another. The filling material can thus be fed to the distribution system 18 of the stiffening element 6 through only one feed opening.
  • the distribution system 18 has a large number of openings 23 which are arranged on the force transmission surfaces 26, 27, 21, 22 and each form an opening of a distribution channel 19, 20.
  • the filling material can thus be transported via the distribution system 18 directly to the force transmission surfaces 26, 27, 21, 22.
  • a hydraulic pressure can be built up in order to also be able to fill relatively far-reaching gaps and more distant cavities with filling material.
  • FIG. 6 shows a sectional side view of the detail of FIG figure 5 .
  • the stiffening element 6 borders on the cutout 12 .
  • the surface of the stiffening element 6 adjoining the cutout 12 follows the course of the cutout 12 or the surface of the stiffening element 6 adjoining the cutout 12 is flush with the edge of the cutout 12.
  • the stiffening element 6 has further force transmission surfaces 26, 27 on which the stiffening element 6 rests on struts 7, 9.
  • the force transmission surfaces 26, 27 run essentially orthogonally to the force transmission surfaces 21, 22.
  • the force transmission surfaces 26, 27 run parallel to the flanks of the struts 7, 9 and thus offer the possibility of a two-dimensional force transmission.
  • the stiffening element 6 rests on its upper side with the force transmission surface 27 on the strut 7 and on its underside with the force transmission surface 26 on the strut 9 . Between the two struts 7 and 9 a transmission of moments is thus possible.
  • another strut 8 is provided which, like the other struts 7, 9, runs in the extrusion direction S and connects the inner wall 3 to the outer wall (not shown here).
  • the stiffening element 6 is provided with a receptacle 33 in which the strut 8 is accommodated.
  • the receptacle 33 ideally borders the strut 8 on both sides. The strut 8 is thus encompassed by the stiffening element 6 or the strut 8 engages in the stiffening element 6 .
  • openings of the distribution system 18 are arranged on the force transmission surfaces 26, 27 and on the receptacle 33, at which distribution channels 19 open. Through this filling material can be promoted to the force transmission surfaces 26, 27, which forms an optimal form fit and/or an additional adhesive connection between the stiffening element 6 and the enveloping profile 2 in the hardened state.
  • power transmission surface 21 is at least partially provided at the edge with an increase 24 at its edge, which in 6 is shown as a dashed line.
  • a correspondingly designed increase, not shown here, is also on the force transmission surface 22 provided.
  • the elevation 24 can, for example, be part of the base body of the stiffening element 6 and can be formed by the material of the base body of the stiffening element 6 .
  • the elevation 24 rests on the enveloping profile 2 or an inner wall of the receiving space 14 and is used to set a defined distance between the force transmission surface 22 and the enveloping profile.
  • a defined and uniform joint width can thus be set in the area of the force transmission surface 22, which enables an optimal configuration of an adhesive connection. Slight unevenness can be compensated for by the defined gap between the force transmission surface 22 and the enveloping profile 2.
  • the elevation 24 serves as a flow barrier in order to keep the filling material conveyed via the distribution system 18 onto the force transmission surface 22 in gaps between the force transmission surface 22 and inner walls of the receiving space 14 on the force transmission surface 22 .

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Handcart (AREA)

Claims (15)

  1. Structure d'enveloppe (1) pour une caisse de voiture d'un véhicule ferroviaire, avec au moins un profilé d'enveloppe (2), avec une paroi intérieure (3) et une paroi extérieure (4), au moins une entretoise (5, 7, 8, 9) reliant la paroi intérieure (3) et la paroi extérieure (4) étant prévue, dans lequel il est prévu un élément de raidissement (6) qui raidit la structure d'enveloppe (1) au moins par sections et qui est inséré par complémentarité de formes entre la paroi extérieure (4) et la paroi intérieure (3), caractérisé en ce que l'élément de raidissement (6) entoure l'entretoise (8).
  2. Structure d'enveloppe (1) selon la revendication 1, dans laquelle, en fonctionnement, les forces d'appui agissant entre l'élément de raidissement (6) et l'au moins un profilé d'enveloppe (2) sont aptes à être transmises essentiellement par complémentarité de forme.
  3. Structure d'enveloppe (1) selon l'une des revendications ci-dessus, dans laquelle l'élément de raidissement (6) est en contact avec la paroi intérieure (3) et/ou la paroi extérieure (4).
  4. Structure d'enveloppe (1) selon l'une des revendications ci-dessus, dans laquelle il est prévu au moins deux entretoises (5, 7, 8, 9) qui s'appliquent contre l'élément de raidissement (6) sur des côtés opposés de celui-ci.
  5. Structure d'enveloppe (1) selon l'une des revendications ci-dessus, dans laquelle il est prévu au moins trois entretoises (5, 7, 8, 9) qui s'appuient chacune sur un côté de l'élément de raidissement (6) et/ou qui s'engagent dans l'élément de raidissement (6).
  6. Structure d'enveloppe (1) selon l'une des revendications ci-dessus, dans laquelle l'élément de raidissement (6) est formé d'un matériau composite.
  7. Structure d'enveloppe (1) selon la revendication 6, dans laquelle l'élément de raidissement (6) est formé d'un composite ou d'une mousse d'aluminium.
  8. Structure d'enveloppe (1) selon l'une des revendications ci-dessus, dans laquelle la structure d'enveloppe (1) présente une découpe (10, 11, 12, 13), en particulier une découpe de porte (10) et/ou une découpe de fenêtre (11, 12, 13) et/ou une découpe pour une climatisation, et l'élément de raidissement (6) est adjacent à la découpe (10, 11, 12, 13).
  9. Structure d'enveloppe (1) selon l'une des revendications ci-dessus, dans laquelle l'élément de raidissement (6) entoure la découpe (10, 11, 12, 13) au moins par sections.
  10. Structure d'enveloppe (1) selon l'une des revendications ci-dessus, dans laquelle l'élément de raidissement (6) est relié de manière adhésive à la paroi intérieure (3), à la paroi extérieure (4) ou à l'entretoise (5, 7, 8, 9).
  11. Caisse de voiture pour un véhicule ferroviaire, caractérisée par une structure d'enveloppe (1) selon l'une quelconque des revendications ci-dessus.
  12. Caisse de voiture selon la revendication 11, dans laquelle la structure d'enveloppe (1) forme une paroi latérale, un toit ou un plancher de la caisse de voiture.
  13. Procédé de fabrication d'une structure d'enveloppe (1) selon l'une quelconque des revendications 1 à 10, caractérisé par les étapes suivantes :
    a. Fabrication d'une section d'enveloppe à partir de profilés d'enveloppe, un profilé d'enveloppe comprenant une paroi intérieure (3), une paroi extérieure (4), et au moins une entretoise (5, 7, 8, 9) reliant la paroi intérieure (3) et la paroi extérieure (4),
    b. Puis introduction d'un élément de raidissement dans une cavité de la section d'enveloppe, l'élément de raidissement (6) entourant l'entretoise (8).
  14. Procédé selon la revendication 13, caractérisé en ce que l'élément de raidissement est collé dans la cavité.
  15. Elément de raidissement (6) pour le raidissement par complémentarité de forme d'une structure d'enveloppe (1) d'une caisse de voiture pour un véhicule ferroviaire avec au moins un profilé d'enveloppe (2), avec une paroi intérieure (3), une paroi extérieure (4) et une entretoise (8) reliant la paroi intérieure (3) et la paroi extérieure (4), l'élément de raidissement (6) comprenant au moins une surface de transmission de force (16, 17, 21, 22),
    caractérisé en ce que l'élément de raidissement (6) comprend un système de distribution (18) avec au moins un canal de distribution (19, 20) pour la distribution le long de la surface de transmission de force (16, 17, 21, 22) d'un matériau de remplissage qui est liquide dans un état de traitement, l'élément de raidissement (6) présentant au moins un logement (33) pour l'entretoise (8) renforçant la structure d'enveloppe (1) de la caisse de voiture.
EP19210746.4A 2018-11-22 2019-11-21 Structure d'enveloppe à double paroi pour une carrosserie Active EP3666617B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018129469.7A DE102018129469A1 (de) 2018-11-22 2018-11-22 Doppelwandige Hüllstruktur für einen Wagenkasten
DE102018129470.0A DE102018129470A1 (de) 2018-11-22 2018-11-22 Versteifungselement für die Hüllstruktur eines Wagenkastens

Publications (3)

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EP3666617A2 EP3666617A2 (fr) 2020-06-17
EP3666617A3 EP3666617A3 (fr) 2020-09-02
EP3666617B1 true EP3666617B1 (fr) 2022-09-28

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DE2730087A1 (de) 1977-07-02 1979-01-11 Roehm Gmbh Kantenabschlussleiste fuer sandwichplatten
US4170094A (en) 1977-03-01 1979-10-09 Rohm Gmbh Closure for double-walled webbed structures
DE3530385A1 (de) 1985-08-24 1987-02-26 Dieter Riemer Luftdichter verschluss fuer hohlkammerplatten, insbesondere fuer stegdoppelplatten
JPH1159412A (ja) 1997-08-20 1999-03-02 Hitachi Ltd 鉄道車両の車体
DE19904630A1 (de) 1999-02-05 2000-08-17 Audi Ag Hohlprofil für Fahrzeuge
EP1044860A1 (fr) 1999-04-12 2000-10-18 ALSTOM LHB GmbH Structure de renforcement pour coins d'ouvertures dans des parois ou plafonds rigidifiés orthogonalement
US6174023B1 (en) 1999-08-31 2001-01-16 East Manufacturing Floor reinforcement system for trailer assembly
US6467834B1 (en) 2000-02-11 2002-10-22 L&L Products Structural reinforcement system for automotive vehicles
DE102005041894A1 (de) 2005-09-03 2007-05-24 Audi Ag Trägerelement, insbesondere in einem Kraftfahrzeug
WO2008014250A1 (fr) 2006-07-25 2008-01-31 Zephyros, Inc. Renforcements structuraux
EP1889776A1 (fr) 2006-08-17 2008-02-20 INPRO Innovationsgesellschaft für fortgeschrittene Produktionssysteme in der Fahrzeugindustrie mbH Procédé de renforcement d'un profil creux et ouvert, en particulier pour un profile fabriqué en métal pour véhicule automobile
DE202011004570U1 (de) 2011-03-29 2011-11-02 Dieter Riemer Verschluss für Hohlkammerplatten, insbesondere für Stegdoppelplatten
KR101746345B1 (ko) 2016-08-26 2017-06-12 윤정욱 강도가 보강된 금속재 사각파이프 및 그 성형방법

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DE3732086A1 (de) * 1987-09-24 1989-04-20 Krauss Maffei Ag Verbindungselement fuer sandwichplatten
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CH687719A5 (de) * 1994-03-09 1997-01-31 Alusuisse Lonza Services Ag Eckverbindung.
WO2000018630A1 (fr) * 1997-05-20 2000-04-06 Hitachi, Ltd. Carrosserie automobile
JPH1159413A (ja) * 1997-08-20 1999-03-02 Hitachi Ltd 鉄道車両の車体
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KR101351791B1 (ko) * 2012-01-27 2014-01-16 한밭대학교 산학협력단 철도차량용 구조물의 슬롯결합 구조 및 그것이 적용된 철도차량
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3416280A (en) 1965-10-05 1968-12-17 Revere Copper & Brass Inc Contoured insert support for upstanding i-beam elements of a cargo-supporting floor
US4170094A (en) 1977-03-01 1979-10-09 Rohm Gmbh Closure for double-walled webbed structures
DE2730087A1 (de) 1977-07-02 1979-01-11 Roehm Gmbh Kantenabschlussleiste fuer sandwichplatten
DE3530385A1 (de) 1985-08-24 1987-02-26 Dieter Riemer Luftdichter verschluss fuer hohlkammerplatten, insbesondere fuer stegdoppelplatten
JPH1159412A (ja) 1997-08-20 1999-03-02 Hitachi Ltd 鉄道車両の車体
DE19904630A1 (de) 1999-02-05 2000-08-17 Audi Ag Hohlprofil für Fahrzeuge
EP1044860A1 (fr) 1999-04-12 2000-10-18 ALSTOM LHB GmbH Structure de renforcement pour coins d'ouvertures dans des parois ou plafonds rigidifiés orthogonalement
US6174023B1 (en) 1999-08-31 2001-01-16 East Manufacturing Floor reinforcement system for trailer assembly
US6467834B1 (en) 2000-02-11 2002-10-22 L&L Products Structural reinforcement system for automotive vehicles
DE102005041894A1 (de) 2005-09-03 2007-05-24 Audi Ag Trägerelement, insbesondere in einem Kraftfahrzeug
WO2008014250A1 (fr) 2006-07-25 2008-01-31 Zephyros, Inc. Renforcements structuraux
EP1889776A1 (fr) 2006-08-17 2008-02-20 INPRO Innovationsgesellschaft für fortgeschrittene Produktionssysteme in der Fahrzeugindustrie mbH Procédé de renforcement d'un profil creux et ouvert, en particulier pour un profile fabriqué en métal pour véhicule automobile
DE202011004570U1 (de) 2011-03-29 2011-11-02 Dieter Riemer Verschluss für Hohlkammerplatten, insbesondere für Stegdoppelplatten
KR101746345B1 (ko) 2016-08-26 2017-06-12 윤정욱 강도가 보강된 금속재 사각파이프 및 그 성형방법

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EP3666617A3 (fr) 2020-09-02

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