EP2144802B1 - Kit for a body-shell structure - Google Patents

Abstract

An embodiment of the present invention discloses a kit for a body-shell structure of a rail vehicle, including a carrier structure with at least two upper belts and a plurality of roof cross members for the roof region of the space frame, at least two lower belts and a plurality of bottom cross members for a bottom region of the body, a plurality of columns running perpendicular and a plurality of window belts for side regions of the body. An embodiment of the present invention further includes at least one head module, wherein the shell structure has a modular design. The upper belts and the lower belts are connected via knots to adjoining cross members, perpendicular columns and/or window belts, wherein the upper belts and the lower belts have a uniform profile cross-section and the knots are at least partially of uniform design.

Description

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.

Such a 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. Depending on a particular customer request, 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.

In addition, often only a short development time for the interpretation of the car body shell is available and also many individual components of the kit are crafted to manufacture, so that product safety can be ensured only with very considerable effort.

Currently, the high cost of a development of a new car body shell by the least possible changes in the car body shell structure of any predecessor model are fought.

Proceeding from this, 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.

This object is achieved in the kit mentioned by the characterizing features of claim 1.

The proposed modular shell structure makes it possible to build a car body with a very small number of different elements for the kit. In particular, 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.

In this case, preferably the Obergurt- and Untergurtabschnitte may be at least partially of uniform length. This will apply in most cases for the Obergurtabschnitte, while in the Untergurtabschnitten the arrangement of any wheel arches can be observed.

It is advantageous if the columns and the window straps are of uniform profile cross-section. This facilitates the provision of suitable profiles for forming the columns and window straps. Thus, both columns and window belts can be produced from a single extruded profile or roll-profiled profiles.

Also, the columns and the cross member may be of uniform profile cross-section, which further reduces the variety of profiles to be used.

Advantageously, several sets of cross members are provided for the kit for the realization of different vehicle widths, which differ in their length. This means that the side elements of the car body remain the same for different vehicles, while only the length of the cross member used as well as the design of the head module is changed from one car body design to another.

Also for the realization of different vehicle lengths can advantageously be dispensed with changes in the sides of the car body. In this connection, it is preferable to provide end modules of different lengths and head modules in each case for connection to an end face of the support structure. Such head modules are typically made of plastic.

With regard to the uniformity of the nodes, provision can be made for the nodes provided in the interior of the support structure to 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. In this case, 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.

Alternatively, 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.

In addition, it is conceivable to form the sheet metal node of several, each produced by deep drawing parts.

Preferred embodiments of the kit, in particular the design of the sheet metal nodes used in its construction, emerge from the claims 13 to 23.

Figur 1

eine perspektivische Ansicht einer Trägerstruktur eines Wagenkastens für ein Schienenfahrzeug,

Figur 2

eine perspektivische Ansicht einer alternativen Trägerstruktur eines Wagenkastens für ein Schienenfahrzeug,

Figur 3

eine perspektivische Ansicht der Trägerstruktur von Figur 1 mit ergänzten Dachelementen und Endmodulen,

Figur 4

eine perspektivische Ansicht einer Trägerstruktur eines Wagenkastens für ein Schienenfahrzeug mit ergänzten, gegenüber Figur 3 alternativen Dachelementen,

Figur 5

eine perspektivische Ansicht einer ersten Ausführungsform eines Blechknotens in Kombination mit miteinander zu verbindenden Profilabschnitten,

Figur 6

eine perspektivische Ansicht einer zweiten Ausführungsform eines Blechknotens, basierend auf einem Viertel eines tiefgezogenen Napfes, in Kombination mit miteinander zu verbindenden Profilabschnitten,

Figur 7

eine perspektivische Ansicht einer dritten Ausführungsform eines Blechknotens in Kombination mit miteinander zu verbindenden Profilabschnitten,

Figur 8

eine perspektivische Ansicht eines Seitenwandabschnitts der Trägerstruktur von Figur 1,

Figuren 9, 10

jeweils eine perspektivische Ansicht zweier Varianten einer vierten Ausführungsform eines Blechknotens in Kombination mit miteinander zu verbindenden Profilabschnitten,

Figur 11

eine perspektivische Ansicht einer fünften Ausführungsform eines Blechknotens in Kombination mit miteinander zu verbindenden Gurtabschnitten,

Figuren 12, 13, 14, 15

jeweils perspektivische Ansichten eines Blechhalbzeugs in verschiedenen Herstellungsstufen zur Herstellung des Blechknotens von Figur 11,

Figuren 16, 17

jeweils eine perspektivische Ansicht einer sechsten Ausführungsform eines Blechknotens,

Figuren 18, 19

jeweils eine perspektivische Ansicht einer Außenschale und einer Innenschale zur Herstellung des Blechknotens der Figuren 6, 7,

Figuren 20, 21, 22, 23

jeweils eine perspektivische Ansicht eines Blechhalbzeugs in verschiedenen Herstellungsstufen zur Herstellung des Blechknotens der Figuren 6, 7,

Figuren 24, 25

jeweils perspektivische Ansichten einer siebten Ausführungsform eines Blechknotens,

Figur 26

eine perspektivische Ansicht einer achten Ausführungsform eines Blechknotens,

Figuren 27, 28

jeweils perspektivische Ansichten einer Blechknotenanordnung, bei der zwei Blechknoten durch Zusammenlegen jeweiliger Außenschalen miteinander verbunden sind,

Figur 29

eine perspektivische Ansicht einer Blechknotenanordnung, bei der drei Blechknoten durch Zusammenlegen jeweiliger Außenschalen miteinander verbunden sind und

Figuren 30, 31

jeweils eine perspektivische Ansicht einer neunten Ausführungsform eines Blechknotens, bei der wenigstens eine Blechschale getrennt ist.

Embodiments of the invention will be explained in more detail with reference to the drawings. Show it:

FIG. 1

a perspective view of a support structure of a car body for a rail vehicle,

FIG. 2

a perspective view of an alternative support structure of a car body for a rail vehicle,

FIG. 3

a perspective view of the support structure of FIG. 1 with added roof elements and end modules,

FIG. 4

a perspective view of a support structure of a car body for a rail vehicle with supplemented, opposite FIG. 3 alternative roof elements,

FIG. 5

a perspective view of a first embodiment of a sheet metal node in combination with profile sections to be joined together,

FIG. 6

a perspective view of a second embodiment of a sheet metal node, based on a Quarter of a deep-drawn cup, in combination with profile sections to be joined together,

FIG. 7

a perspective view of a third embodiment of a sheet metal node in combination with profile sections to be joined together,

FIG. 8

a perspective view of a side wall portion of the support structure of FIG. 1 .

FIGS. 9, 10

each a perspective view of two variants of a fourth embodiment of a sheet metal node in combination with profile sections to be joined together,

FIG. 11

a perspective view of a fifth embodiment of a sheet metal node in combination with each other to be connected belt sections,

FIGS. 12, 13, 14, 15

each perspective views of a sheet metal semi-finished product in various stages of manufacture for the production of the sheet metal node of FIG. 11 .

FIGS. 16, 17

each a perspective view of a sixth embodiment of a sheet metal node,

FIGS. 18, 19

in each case a perspective view of an outer shell and a Inner shell for the production of the sheet metal node of FIGS. 6 . 7 .

FIGS. 20, 21, 22, 23

in each case a perspective view of a sheet metal semi-finished product in various stages of production for the production of the sheet metal node of FIGS. 6 . 7 .

FIGS. 24, 25

each perspective views of a seventh embodiment of a sheet metal node,

FIG. 26

a perspective view of an eighth embodiment of a sheet metal node,

FIGS. 27, 28

each perspective views of a sheet metal node assembly in which two sheet metal nodes are joined together by folding respective outer shells,

FIG. 29

a perspective view of a sheet metal node assembly in which three sheet metal nodes are joined together by folding respective outer shells and

FIGS. 30, 31

in each case a perspective view of a ninth embodiment of a sheet metal node, in which at least one sheet metal shell is separated.

In the FIG. 1 shown carrier structure of a car body for a rail vehicle is modular. In the exemplary embodiment illustrated, 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. In FIG. 2 becomes one for FIG. 1 shown alternative support structure, in addition end modules or head modules E1, E2 are provided. In addition, a centrally arranged longitudinal member LT is additionally provided in the roof area of the support structure. Unlike in FIG. 1 are 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 Längsachsabschnitte. 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.

It should be emphasized that also in the support structure after FIG. 1 a continuous execution of the upper straps and lower straps 0, U may be provided in the respective sheet metal node.

Two lower chords U are also divided into lower chord portions UA, leaving a central area free for accommodating a chassis.

The Obergurt- and Untergurtabschnitte OA, UA are uniform in terms of their profile cross-section and their length.

For connecting the upper straps O and the lower straps U vertical columns S are provided. 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.

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.

Thus, only two different cross-sectional profiles are required for constructing the support structure, namely one for the upper and lower flange sections OA, UA and a second for the cross members Q, the vertical columns S and the window belts F.

From the in FIG. 1 Based on the carrier structure, a result in FIG. 3 shown 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 Obergurtabschnitte OA and the two outer roof elements D2 correspond approximately to the length of a Obergurtabschnittes 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 Obergurtabschnitte OA correspond. At end faces eg the support structure of FIG. 2 End modules E1, E2 are attached.

The so-described modular structure for a carbody shell remains even in the realization of different vehicle widths or lengths. To realize different vehicle widths, only the cross members Q are adapted in their length. For each cross member length then associated end or head modules E1, E2 are provided, which are to be placed on the end faces of the support structure.

Various vehicle lengths are realized for a given cross member length over the length of, for example, a head module.

It should be noted that even with different vehicle widths and lengths, the side areas of the support structure remain unchanged and thus can be used as modular elements of various vehicle designs.

To build up in the FIGS. 1, 2 and 3, 4 shown support structure of the Obergurtabschnitten OA, Untergurtabschnitten UA (or with continuous upper and lower chords O, U), vertical columns S, window belts F and cross beams Q, the use of sheet metal nodes is proposed with predominantly uniform construction. In this case, 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 Obergurtabschnittes 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.

In the inner region of the upper chords O, a second sheet metal knot type BK2 is used, which serves as a connection point between two successive Obergurtabschnitten 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.

Out FIG. 5 gives a perspective view of a sheet metal knot BK2A type BK3. It serves as an element for connecting abutting profiles. For its production, 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.

Also FIG. 6 shows a second embodiment of the sheet knot type BK3. Starting from the basic shape of a round cup, 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. In the forming of the sheet metal cup by deep drawing 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.

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.

Out 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.

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.

From the 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.

Details of the associated manufacturing process will be apparent from the FIGS. 12 to 15 , About an inserted sheet thickness different strong claimable node structures can be developed.

Based on 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. In the 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.

Another embodiment BK2C for the sheet metal node type BK2 is in the FIGS. 24, 25 shown. In contrast to the embodiment described above, here the outer shell AS is produced only from an angled sheet-metal blank, ie without deep-drawing processing.

In the same way, 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.

The 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.

In the embodiment according to FIGS. 30, 31 is a sheet metal shell, namely the outer shell AS1, AS2 separated, while the inner shell IS is integrally formed.

Claims (21)

1. Kit for a car body-shell structure of a rail vehicle, having a beam structure which has at least two upper chords (O) and a number of roof transverse beams (Q) for the roof area of the car body,
   at least two lower chords (U) and a number of bottom transverse beams (Q) for a bottom area of the car body and a plurality of pillars (S) which extend vertically, and a plurality of window chords (F) for side areas of the car body, and having at least one front module (E1),
   wherein the body-shell structure is of modular design, and the upper chords (O) and the lower chords (U) have a uniform profile cross section,
   characterized in that
   the upper chords (O) and the lower chords (U) are connected via sheet-metal joints (BK1, BK2, BK3, BK4) to adjacent transverse beams (Q), vertical pillars (S) and/or window chords (F), and the sheet-metal joints (BK1, BK2, BK3, BK4) are at least partially of uniform design and are fabricated from a sheet-metal semifinished product which is cut to size by jet-treatment cutting methods or a punching tool, and is subsequently shaped and then joined.
2. Kit according to Claim 1,
   characterized in that
   the upper chords (O) and the lower chords (U) are at least partially of uniform length.
3. Kit according to Claim 1 or 2,
   characterized in that
   the vertical pillars (S) and the window chords (F) have a uniform profile cross section.
4. Kit according to Claims 1 to 3,
   characterized in that
   the vertical pillars (S) and the transverse beams (Q) have a uniform profile cross section.
5. Kit according to one of Claims 1 to 4,
   characterized in that,
   in order to implement various vehicle widths, a plurality of sets of transverse beams (Q) which differ in their length are provided.
6. Kit according to one of Claims 1 to 5,
   characterized in that,
   in order to implement various vehicle lengths, front modules (E1) or rear modules (E2) of differing lengths are respectively provided for connection to an end side of the beam structure.
7. Kit according to one of Claims 1 to 6,
   characterized in that
   the joints (BK2) which are provided in the interior of the beam structure are of uniform design in the vicinity of the upper chords (O) and lower chords (U).
8. Kit according to Claim 1,
   characterized in that
   the joint (BK1, BK2, BK3, BK4) is joined by welding, other thermal joining methods or bonding.
9. Kit according to one of Claims 1 to 8,
   characterized in that
   the sheet-metal joint (BK1, BK2, BK3, BK4) is manufactured by deep-drawing.
10. Kit according to Claim 9,
    characterized in that
    the sheet-metal joint (BK1, BK2, BK3, BK4) is formed from a plurality of parts which are each manufactured by deep-drawing.
11. Kit according to one of Claims 1 to 8,
    characterized in that
    the shaping is carried out by means of chamfering processes.
12. Kit according to Claim 9,
    characterized in that
    the parts of the sheet-metal joint (BK3) which are manufactured by deep-drawing are obtained from a cup-shaped basic shape which is subjected to a subsequent cutting or punching process.
13. Kit according to Claim 9,
    characterized in that
    the parts of the sheet-metal joint (BK5) which are manufactured by deep-drawing are obtained from a trough-shaped basic shape and have reinforcing flanges (FL).
14. Kit according to Claim 13,
    characterized in that
    the sheet-metal joint (BK5) has an enclosed structure.
15. Kit according to Claim 10,
    characterized in that
    the two parts which are manufactured by deep-drawing are each constructed in a cross shape.
16. Kit according to Claim 9,
    characterized in that
    after the deep-drawing a sheet-metal semifinished product is subjected to subsequent chamfering processes.
17. Kit according to either of Claims 10 and 11,
    characterized in that
    the two parts which are manufactured by deep-drawing are formed by an outer shell (AS) and an inner shell (IS), which are further cut to size after the deep-drawing.
18. Kit according to Claim 17,
    characterized in that
    at least two of the sheet-metal joints (BK2, BK3) are connected by their outer shells (AS) in such a way that one outer shell which is common to both of them is formed.
19. Kit according to Claim 17 or 18,
    characterized in that
    one of the outer shell (AS) and inner shell (IS) is present separated in such a way that the respective shell is at least in two pieces.
20. Kit according to one of Claims 1 to 19,
    characterized in that
    the beam structure has further chords which extend at any desired angle with respect to the vertical.
21. Kit according to one of Claims 1 to 20,
    characterized in that
    the upper chords (O) and/or the lower chords (U) are divided into sections of equal length.

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