EP0573384A1 - Carriage configuration of railway vehicles, especially railway carriages - Google Patents
Carriage configuration of railway vehicles, especially railway carriages Download PDFInfo
- Publication number
- EP0573384A1 EP0573384A1 EP93710012A EP93710012A EP0573384A1 EP 0573384 A1 EP0573384 A1 EP 0573384A1 EP 93710012 A EP93710012 A EP 93710012A EP 93710012 A EP93710012 A EP 93710012A EP 0573384 A1 EP0573384 A1 EP 0573384A1
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- European Patent Office
- Prior art keywords
- profiles
- elements
- assembly units
- edge
- outer skin
- Prior art date
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- 238000009413 insulation Methods 0.000 claims abstract description 17
- 230000003014 reinforcing effect Effects 0.000 claims description 9
- 239000012774 insulation material Substances 0.000 claims description 4
- 125000006850 spacer group Chemical group 0.000 claims description 4
- 239000002985 plastic film Substances 0.000 claims description 3
- 229920006255 plastic film Polymers 0.000 claims description 3
- 238000005253 cladding Methods 0.000 claims description 2
- 239000007787 solid Substances 0.000 claims 1
- 238000005260 corrosion Methods 0.000 abstract description 10
- 230000007797 corrosion Effects 0.000 abstract description 10
- 239000000463 material Substances 0.000 abstract description 5
- 229920001971 elastomer Polymers 0.000 abstract description 4
- 239000000806 elastomer Substances 0.000 abstract description 4
- 238000000034 method Methods 0.000 abstract description 4
- 230000002787 reinforcement Effects 0.000 abstract description 4
- 239000000853 adhesive Substances 0.000 abstract description 3
- 230000001070 adhesive effect Effects 0.000 abstract description 3
- 230000002349 favourable effect Effects 0.000 abstract description 2
- 238000013016 damping Methods 0.000 abstract 3
- 238000010276 construction Methods 0.000 description 8
- 238000004519 manufacturing process Methods 0.000 description 5
- 238000005452 bending Methods 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 4
- 238000004064 recycling Methods 0.000 description 4
- 230000008439 repair process Effects 0.000 description 4
- 229910001335 Galvanized steel Inorganic materials 0.000 description 3
- 239000008397 galvanized steel Substances 0.000 description 3
- 239000002184 metal Substances 0.000 description 3
- 238000003466 welding Methods 0.000 description 3
- 238000000429 assembly Methods 0.000 description 2
- 239000003795 chemical substances by application Substances 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000005304 joining Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 239000011265 semifinished product Substances 0.000 description 2
- 229910000975 Carbon steel Inorganic materials 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000005422 blasting Methods 0.000 description 1
- 239000010962 carbon steel Substances 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- 238000000576 coating method Methods 0.000 description 1
- 230000009849 deactivation Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000003292 glue Substances 0.000 description 1
- 231100001261 hazardous Toxicity 0.000 description 1
- 238000002203 pretreatment Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 239000010935 stainless steel Substances 0.000 description 1
- 229910001220 stainless steel Inorganic materials 0.000 description 1
- 210000004243 sweat Anatomy 0.000 description 1
Images
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
Definitions
- the invention relates to a car body structure for rail vehicles, in particular passenger coaches, which is constructed in a differential construction from the modularly structured assembly units underframe, end wall and entrance parts and the side wall and roof elements of a one-story car, which preferably run in the length of the car, or with an additional intermediate floor and side wall elements of a two-story car, wherein the assembly units, at least at the edge regions, having self-formed edge profiles and reinforcing elements, are joined together by means of non-positive fastening elements.
- a car body for rail vehicles in particular passenger coaches (DD 274793) is known, in which prefabricated assembly units, the joint areas of which are formed by the skin sheet itself, are joined on one level with the addition of sealing elements by means of non-positive connecting elements.
- This solution has the disadvantages that, on the one hand, the required bending stiffness and tensile strength of the module elements are not given to one another due to the single-row bolt connections, and on the other hand, the coating of the module elements with thick-film antidrumming agents, which is still provided, limits their recyclability.
- the invention is based on the problem of creating a car body for passenger coaches, by means of which, from technologically similar prefabricated assembly units, both single-story and double-story vehicles effectively and with deactivation Previously customary re-assemblies, with this design as an assembly system that is easy to assemble, the marketing option, which is interesting in the area of marketing, is also achieved, thus creating rational, clearly defined disassembly options for maintenance, repair and recycling, whereby the assembly units themselves form a rigid body that is resistant to bending and torsion.
- the problem is solved in that the edge profiles of the modular assembly units are designed as overlapping, mutually corresponding U and Z profiles, and are assigned to the non-positive fastening elements at a spatial angle, preferably positive locking elements which connect the free ends of the edge profiles and optional parts of the reinforcing elements
- the parts of the reinforcing elements provided for the longitudinal extension of the assembly units are designed as paired, mutually directed frame profiles, which, on the one hand, form torsion and rigid frame boxes with acoustic insulation plates provided on the inside of the car body, consisting of two thin plates with plastic film in between, in conjunction with the outer skin plates Absorb thermal insulation materials and, on the other hand, use the inner cladding to create air channels for active insulation.
- connection joints for corrosion protection and acoustic insulation achieved by the non-positive fastening elements are provided with an intermediate layer of an elastomer adhesive, the thickness of which is defined.
- the intermediate floor of the two-story car body is designed as a modular trough part, the edge areas of which preferably protrude up to the window areas of the side wall elements of the upper floor.
- this solution enables both outer skin sheets and reinforcing elements to be made, among other things, from metal-coated, for example galvanized steel semi-finished products. Furthermore, there is no sweat shrinkage and thus bulges of the outer skin sheet, whereby the considerable reworking steps of leveling and filling are eliminated.
- Another advantage is, in particular, that the separately manufactured modular assembly units, like other components of the car body, are optimally accessible to the corrosion protection processes prior to assembly, and also separately, with good logistical manual work in the manufacturing process, to a high degree their interior and construction elements, which are assigned in each case structurally and functionally can get.
- the characteristics of the vehicle body according to the invention bring about the effect that there is no need to apply a top layer to the assembly units and other completion elements with anti-drumming agents, but that the acoustic insulation is achieved exclusively with acoustic insulation sheets attached to the inside of the reinforcement elements, preferably with blind rivets.
- the thermal insulation is carried out in such a way that only the thermal insulation materials are inserted between the outer skin sheets and the acoustic insulation sheets.
- This easy-to-assemble construction system of a car body has material connections, for example welded connections, only in the core of the respective assembly unit, all of the other components, including the components for acoustic and thermal insulation, and the functionally and structurally assigned components of the interior being fitted exclusively with fast-fitting connecting elements.
- the intended delivery capability as a kit and the clearly defined disassembly capability for the purposes of maintenance, repair and recycling are made possible at the same time.
- the mounting base forms the base frame 1a with side aprons.
- the long girders (not shown in detail) are designed in such a way that they adapt to the geometric shape of the longitudinal side walls 1b with the window areas 1c.
- This is followed by one or more roof elements ld, the mounting units 1 being curved or planar in accordance with their position in the boundary profile and being designed in width in such a way that their arrangement relative to one another results in an optimal design.
- the other assembly units 1 such as front and entrance parts, are not shown.
- the individual assembly units 1 have edge profiles 2 along the edge regions over the entire length and width, as well as frame profiles 3 of the reinforcing elements that run all the way around the car body and that after the assembly include all assembly units 1, as described below in the section of FIG. 3.
- Fig. 2 shows in principle in accordance with.
- Fig. 1 shows the outline of the assembly units 1 of a two-story car body.
- side wall elements 1b of the lower floor which are designed as window areas 1c are provided on the base frame 1a, to which the intermediate floor 4, which is designed as a modular tub part, adjoins.
- the window areas 1c of the side wall elements 1b of the upper floor and, subsequently, one or more roof elements 1d are fastened to the edge areas of the tub part.
- the connection technology of the individual assembly units 1 to one another can be seen from FIG. 3.
- the assembly units 1 consist of the outer skin plate 5 and the transverse to the longitudinal extension of the body, paired frame profiles 3, for example Z-profiles, which together with those provided for the reduction of the buckling fields provided here longitudinal purlin profiles, not shown, which form reinforcing elements.
- the edge areas of the assembly units 1 are formed by overlapping the outer skin plate 5 to form kink and shear-resistant edge profiles 2, whereby they are designed in pairs in such a way that one side has an angled U-shape and the other side an angled U-shape Z shape.
- the edge profiles 2 thus fulfill a multiple function.
- the edge profiles fulfill 2 important functions in the dimensional fit system of the car, in a robot-supported, automatable production as well as in the handling and logistics system of the assembly process, for corrosion protection and interior fitting.
- FIG. 3 shows the elastomer adhesive 8 introduced as an intermediate layer of individual assembly units 1 for corrosion protection and acoustic insulation, which is given a defined thickness by means of the spacers 9.
- the spacers 9 are the force of the high strength biased non-positive Fasteners 6 acted upon.
- FIG. 3 shows how the double-arranged, mutually facing frame profiles 3 in combination with the acoustic insulation sheet 10 provided on the inside by means of blind riveting, consisting of two thin sheets with plastic film in between, form a torsion and bending-resistant frame case, so is arranged in the car body that it rotates in the car cross-section and creates an air duct for active insulation to the inner lining of the car body, not shown.
- Thermal insulation materials 12 are introduced between the outer skin plate 5 and the acoustic insulation plate 10 in a distance region 11 that is predetermined in the height of the frame profiles 3.
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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)
- Railway Tracks (AREA)
- Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
- Vehicle Step Arrangements And Article Storage (AREA)
- Fuel-Injection Apparatus (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
Abstract
Description
Die Erfindung betrifft einen Wagenkastenaufbau für Schienenfahrzeuge, insbesondere Reisezugwagen, der in Differentialbauweise aus den modular gegliederten Montageeinheiten Untergestell, Stirnwand- und Einstiegpartien sowie den vorzugsweise in Wagenlänge durchlaufenden Seitenwand- und Dachelementen eines einstöckigen Wagens oder mit zusätzlichem Zwischenfussboden und Seitenwandelementen eines doppelstöckigen Wagens aufgebaut ist, wobei die Montageeinheiten mindestens an den Randbereichen aus deren Aussenhautblechen selbst gebildeten Randprofile sowie Verstärkungselemente aufweisend, mittels kraftschlüssiger Befestigungselemente untereinander zusammengefügt sind.The invention relates to a car body structure for rail vehicles, in particular passenger coaches, which is constructed in a differential construction from the modularly structured assembly units underframe, end wall and entrance parts and the side wall and roof elements of a one-story car, which preferably run in the length of the car, or with an additional intermediate floor and side wall elements of a two-story car, wherein the assembly units, at least at the edge regions, having self-formed edge profiles and reinforcing elements, are joined together by means of non-positive fastening elements.
Im Schienenfahrzeugbau ist es bisher üblich und ganz allgemein bekannt, den Wagenkasten in ganzgeschweisster Bauweise zu fertigen. Dabei werden die Hauptbaugruppen Untergestell, Seitenwände, Dach und Stirnwände ihrerseits als geschweisste Baugruppen hergestellt und danach untereinander mittels Schweissmontage zum ganzen Wagen montiert. Aus dem hierbei hervorgerufenen Zusammentreffen der Faktoren Schweisswärme und Leichtbau der grossen Aussenhautfelder resultieren Verwerfungen und Schrumpfungen, die nachfolgend mit diversen Nacharbeiten, wie unter anderem Punktrichten und im weiteren auch dem Spachteln der Aussenhaut, mit hohem technologischen Aufwand ausgeglichen werden müssen. Ein weiterer Nachteilbesteht darin, dass metallisch beschichtete, beispielsweise verzinkte Stahlbleche, obwohl für Aussenhaut und Gerippe durchaus aus Gründen des Korrosionsschutzes wünschenswert, bei dieser ganzgeschweissten Bauweise nicht eingesetzt werden können. Auch der zum Teil erfolgende partielle Einsatz von Nirostamaterial ist aus korrosionstechnischer Sicht durchaus nicht befriedigend, da dieser Werkstoff in gefährdeten Bereichen des Wagens, unter anderem im Untergestell und in Verbindungsbereichen des Untergestells mit der Seitenwand, wiederum geschweisst, mit C- Stahl kombiniert wird, was neue Korrosionsgefährdung hervorruft. Damit der für den Gebrauchswert des Fahrzeuges wichtige Korrosionsschutz trotz dieser ungünstigen Bedindungen optimal erfolgen soll, muss der bis auf die Tür- und Fensteröffnungen kesselartige Wagenkastenrohbau in einer entsprechend gross dimensionierten und viel Energie verbrauchenden Strahlanlage einer Untergrungvorbehandlung unterzogen werden. Danach erfolgen der Innenkorrosionsschutz, der akustische Schutz mit einer Antidröhn- Dickschicht sowie nachfolgend der aufwendige, montageintensive Wagenkasteninnenausbau. Neben den erheblichen technologischen Aufwendungen dieses Bausystems des ganzgeschweissten Wagens ist weiterhin von Nachteil, dass den Belangen des Betreibers mit seiner Interessenlage günstiger Wartung und Reparatur, der Neuausstattung des Fahrzeuges im Falle des moralischen Verschleisses der Innenausstattung und der definierten Lösung des Recyclingproblemes, welches wiederum eine durchgängige Demontagefähigkeit voraussetzt, in keiner Weise entsprochen wird, sondern Rationalisierungslösungen auf diesen Gebieten verhindert und blockiert werden.In rail vehicle construction it has so far been customary and generally known to manufacture the car body in a fully welded construction. The main sub-frames, side walls, roof and end walls are in turn manufactured as welded assemblies and then assembled to each other by welding to the entire car. The resulting combination of the factors of heat of welding and lightweight construction of the large outer skin fields results in warpage and shrinkage, which must subsequently be compensated for with a high level of technological effort with various reworking, such as spot judging and, in addition, the filling of the outer skin. Another disadvantage is that metal-coated, for example galvanized steel sheets, although desirable for the outer skin and frame for reasons of corrosion protection, cannot be used with this fully welded construction. Even the partial use of stainless steel material is not entirely satisfactory from a corrosion point of view, since this material is used in hazardous areas of the car, including in the base frame and in connection areas of the base with the side wall, again welded, is combined with carbon steel, which creates a new risk of corrosion. In order for the corrosion protection, which is important for the utility value of the vehicle, to take place optimally despite these unfavorable conditions, the shell-like body of the car body, except for the door and window openings, must be subjected to a pre-treatment in an appropriately large and energy-consuming blasting system. This is followed by internal corrosion protection, acoustic protection with an anti-drumming thick layer and then the complex, assembly-intensive car body interior. In addition to the considerable technological expenditure of this construction system of the fully welded car, it is also disadvantageous that the interests of the operator with its interests, favorable maintenance and repair, the re-fitting of the vehicle in the event of moral wear on the interior and the defined solution to the recycling problem, which in turn is a universal one Disassembly ability is required, is in no way complied with, but rationalization solutions in these areas are prevented and blocked.
So ist ein Wagenkasten für Schienenfahrzeuge, insbesondere Reisezugwagen, (DD 274793) bekannt, bei dem vorgefertigte Montageeinheiten, deren Fügestossbereiche durch das Hautblech selbst gebildet werden, unter Beilage von Dichtelementen durch kraftschlüssige Verbindungselemente in einer Ebene gefügt werden. Dieser Lösung haften die Nachteile an, dass einerseits die erforderliche Biegesteifigkeit und Zugfestigkeit der Modulelemente untereinander auf Grund der einreihigen Bolzenverbindungen nicht gegeben ist sowie andererseits die nach wie vor vorgesehene Beschichtung der Modulelemente mit Dickschichtantidröhnmitteln deren Recyclingfähigkeit einschränkt.For example, a car body for rail vehicles, in particular passenger coaches (DD 274793) is known, in which prefabricated assembly units, the joint areas of which are formed by the skin sheet itself, are joined on one level with the addition of sealing elements by means of non-positive connecting elements. This solution has the disadvantages that, on the one hand, the required bending stiffness and tensile strength of the module elements are not given to one another due to the single-row bolt connections, and on the other hand, the coating of the module elements with thick-film antidrumming agents, which is still provided, limits their recyclability.
Der Erfindung liegt das Problem zu Grunde, einen Wagenkasten für Reisezugwagen zu schaffen, mittels dem aus technologisch ähnlichen vorgefertigten Montageeinheiten sowohl einstöckige als auch doppelstöckige Fahrzeuge effektiv und unter Ausschaltung bisher üblicher Nacharbeiten montiert, mit dieser Auslegung als montagegünstiges Bausystem auch die im Marketingbereich interessante Möglichkeit der Lieferfähigkeit als Bausatz erreicht und damit rationelle, klar definierte Demontagemöglichkeiten für Wartung, Reparatur und Recycling geschaffen werden, wobei die Montageeinheiten selbst einen biege- und torsionssteifen Wagenkastenkorpus bilden.The invention is based on the problem of creating a car body for passenger coaches, by means of which, from technologically similar prefabricated assembly units, both single-story and double-story vehicles effectively and with deactivation Previously customary re-assemblies, with this design as an assembly system that is easy to assemble, the marketing option, which is interesting in the area of marketing, is also achieved, thus creating rational, clearly defined disassembly options for maintenance, repair and recycling, whereby the assembly units themselves form a rigid body that is resistant to bending and torsion.
Erfindungsgemäss wird das Problem dadurch gelöst, dass die Randprofile der modularen Montageeinheiten als überlappte, zueinander korrespondierende U- und Z- Profile ausgebildet, den kraftschlüssigen Befestigungselementen raumwinklig, vorzugsweise formschlüssige Befestigungselemente, welche die freien Enden der Randprofile und wahlweise Teile der Verstärkungselemente verbinden, zugeordnet und die zur Längserstreckung der Montageeinheiten vorgesehenen Teile der Verstärkungselemente als paarige, zueinander gerichtete Spantprofile ausgeführt sind, welche mit auf der Innenseite des Wagenkastens vorgesehenen Akustikdämmblechen, bestehend aus zwei Dünnblechen mit zwischenliegender Plastikfolie, in Verbindung mit den Aussenhautblechen torsions- und biegesteife Spantkästen bilden, die einerseits Wärmedämmstoffe aufnehmen und andererseits mit den Innenverkleidungen Luftkanäle zur aktiven Isolierung herstellen. Es ist weiterhin erfindungsgemäss, dass die durch die kraftschlüssigen Befestigungselementen erzielten Verbindungsstössen zum Korrosionsschutz sowie zur Akustikdämmung durch Distanzstücke eine in ihrer Dicke definierte Zwischenschicht aus einem Elastomerkleber erhalten. Desweiteren ist der Zwischenfussboden des doppelstöckigen Wagenkastens als modulares Wannenteil ausgebildet, dessen Randbereiche vorzugsweise bis zu den Fensterbereichen der Seitenwandelemente des Oberstockes hinaufragen.According to the invention, the problem is solved in that the edge profiles of the modular assembly units are designed as overlapping, mutually corresponding U and Z profiles, and are assigned to the non-positive fastening elements at a spatial angle, preferably positive locking elements which connect the free ends of the edge profiles and optional parts of the reinforcing elements The parts of the reinforcing elements provided for the longitudinal extension of the assembly units are designed as paired, mutually directed frame profiles, which, on the one hand, form torsion and rigid frame boxes with acoustic insulation plates provided on the inside of the car body, consisting of two thin plates with plastic film in between, in conjunction with the outer skin plates Absorb thermal insulation materials and, on the other hand, use the inner cladding to create air channels for active insulation. It is furthermore in accordance with the invention that the connection joints for corrosion protection and acoustic insulation achieved by the non-positive fastening elements are provided with an intermediate layer of an elastomer adhesive, the thickness of which is defined. Furthermore, the intermediate floor of the two-story car body is designed as a modular trough part, the edge areas of which preferably protrude up to the window areas of the side wall elements of the upper floor.
Diese Lösung ermöglicht durch das Ausschalten der Längsschweissnähte, sowohl Aussenhautbleche als auch Verstärkungselemente unter anderem aus metallisch beschichteten, beispielsweise verzinkten Stahlhalbzeugen auszuführen. Weiterhin entfallen Schweissschrumpfungen und somit Beulungen des Aussenhautbleches, wobei die erheblichen Nacharbeitsschritte Punktrichten und Spachteln ausgeschaltet werden. Ein weiterer Vorteil besteht insbesondere darin, dass die separat hergestellten modularen Montageeinheiten, wie auch andere Bauelemente des Wagenkastens, vor der Montage in optimaler Zugänglichkeit den Korrosionsschutzprozessen zugeführt werden und ebenso separat in guter logistischer Handarbeit im Fertigungsablauf weiterlaufend hochgradig bereits ihre jeweils konstruktiv und funktionell zugeordneten Innenausbauelemente erhalten können. Im weiteren wird durch die Merkmale des erfindungsgemässen Wagenkasten die Wirkung hervorgerufen, dass kein Deckschichtauftrag der Montageeinheiten und weiterer Komplettierungselemente mit Antidröhnmitteln erfolgen muss, sondern dass die Akustikdämmung ausschliesslich mit innen an den Verstärkungselementen, vorzugsweise mit Blindnieten angebrachten Akustikdämmblechen erreicht wird. Die Wärmedämmung erfolgt dagegen derart, dass zwischen den Aussenhautblechen und den Akustikdämmblechen lediglich die Wärmedammstoffe eingebracht werden.By switching off the longitudinal weld seams, this solution enables both outer skin sheets and reinforcing elements to be made, among other things, from metal-coated, for example galvanized steel semi-finished products. Furthermore, there is no sweat shrinkage and thus bulges of the outer skin sheet, whereby the considerable reworking steps of leveling and filling are eliminated. Another advantage is, in particular, that the separately manufactured modular assembly units, like other components of the car body, are optimally accessible to the corrosion protection processes prior to assembly, and also separately, with good logistical manual work in the manufacturing process, to a high degree their interior and construction elements, which are assigned in each case structurally and functionally can get. Furthermore, the characteristics of the vehicle body according to the invention bring about the effect that there is no need to apply a top layer to the assembly units and other completion elements with anti-drumming agents, but that the acoustic insulation is achieved exclusively with acoustic insulation sheets attached to the inside of the reinforcement elements, preferably with blind rivets. The thermal insulation, on the other hand, is carried out in such a way that only the thermal insulation materials are inserted between the outer skin sheets and the acoustic insulation sheets.
Dieses montagegünstige Bausystem eines Wagenkastens weist nur im Kern der jeweiligen Montageeinheit stoffschlüssige, beispielsweise Schweissverbindungen auf, wobei alle weiteren, also auch die Bauelemente zur Akustik- und Wärmedämmung sowie die funktionell und konstruktiv zugeordneten Bauelemente des Innenausbaues ausschliesslich mit schnell setzbaren Verbindungselementen additiv montiert werden. Mit diesem erfindungsgemäss dargelegten Konzept wird gleichzeitig die beabsichtigte Lieferfähigkeit auch als Bausatz sowie die klar definierte Demontagefähigkeit für die Zwecke der Wartung, Reparatur und des Recyclings ermöglicht.This easy-to-assemble construction system of a car body has material connections, for example welded connections, only in the core of the respective assembly unit, all of the other components, including the components for acoustic and thermal insulation, and the functionally and structurally assigned components of the interior being fitted exclusively with fast-fitting connecting elements. With this concept according to the invention, the intended delivery capability as a kit and the clearly defined disassembly capability for the purposes of maintenance, repair and recycling are made possible at the same time.
Die Erfindung soll nachstehend an einem Ausführungsbeispiel näher erläutert werden. Hierbei zeigen die Zeichnungen in:
- Fig. 1:
- die Gliederung der Montageeinheiten eines einstöckigen Wagenkastens
- Fig. 2:
- die Gliederung der Montageeinheiten eines doppelstökkigen Wagenkastens
- Fig. 3:
- das Detail eines Verbindungsstosses von zwei Montageeinheiten untereinander
- Fig. 1:
- the structure of the assembly units of a one-story car body
- Fig. 2:
- the structure of the assembly units of a double-deck car body
- Fig. 3:
- the detail of a connection joint between two assembly units
Aus der Fig. 1 ist die Gliederung der Montageeinheiten 1 eines einstöckigen Reisezugwagens ersichtlich. Die Montagebasis bildet das Untergestell 1a mit seitlich angeordneten Schürzen. Dabei sind dessen nicht näher dargestellten Langträger so ausgebildet, dass sie sich der geometrischen Form der längsseitig folgenden Seitenwände 1b mit den Fensterbereichen 1c anpassen. Daran schliessen sich ein oder mehrere Dachelemente ld an, wobei die Montageeinheiten 1 entsprechend ihrer Lage im Umgrenzungsprofil gekrümmt oder eben ausgeführt und in ihrer Breite so gestaltet sind, dass sie in ihrer Anordnung zueinander ein optimales Design ergeben. Die anderen Montageeinheiten 1, wie Stirn- und Einstiegpartien sind der Übersichtlichkeit halber nicht dargestellt. Die einzelnen Montageeinheiten 1 weisen an den Randbereichen über die gesamte Länge und Breite Randprofile 2 sowie quer zum Wagenkasten umlaufende, nach der Montage alle Montageeinheiten 1 erfassende Spantprofile 3 der Verstärkungselemente, wie nachfolgend unter dem Abschnitt der Fig. 3 beschrieben, auf. Die Fig. 2 zeigt in prinzipieller Ausführung gem. Fig. 1 die Darstellung der Gliederung von Montageeinheiten 1 eines doppelstöckigen Wagenkastens. Hierbei sind auf dem Untergestell 1a als Fensterbereiche 1c ausgebildete Seitenwandelemente 1b des Unterstockes vorgesehen, woran sich der Zwischenfussboden 4, welcher als modulares Wannenteil ausgeführt ist, anschliesst. An den Randbereichen des Wannenteiles sind die Fensterbereiche 1c der Seitenwandelemente 1b des Oberstockes sowie, daran anschliessend, ein oder mehrere Dachelemente ld befestigt. Aus der Fig. 3 ist die Verbindungstechnik der einzelnen Montageeinheiten 1 untereinander ersichtlich. Die Montageeinheiten 1 bestehen aus dem Aussenhautblech 5 und den quer zur Längserstreckung des Wagenkastens verlaufenden, paarig zueinander gerichteten Spantprofilen 3, beispielsweise Z- Profile, welche gemeinsam mit den je nach Notwendigkeit zur Verkleinerung der Beulfelder vorgesehenen, hier nicht näher dargestellten längslaufenden Pfettenprofilen, die Verstärkungselemente bilden. Die Randbereiche der Montageeinheiten 1 sind durch Überlappung des Aussenhautbleches 5 zu knick- und schubsteifen Randprofilen 2 geformt, wobei sie paarig in der Weise ausgeführt sind, dass eine Seite eine winklige U- Form und die andere Seite eine mit der U- Form korrespondierende, winklige Z- Formaufweist. Damit erfüllen die Randprofile 2 eine Mehrfachfunktion. Einerseits sind sie in der Festigkeitsstruktur des Wagenkastens knick- und schubsteife Längsprofile, die hinsichtlich der Beulsteifigkeit der Aussenhautfelder in günstiger Weise direkt aus dem Aussenhautblech 5 selbst geformt sind. Die gedoppelten Aussenhautbleche 5 im Randbereich der Montageeinheiten 1 werden hierbei vorzugsweise mittels der Druckfügetechnik verbunden. Andererseits sind sie als Strukturprofilelemente für die Verbindung der Montageeinheiten 1 untereinander und mit den anderen Bauelementen des Wagenkastens durch schnell setzbare kraftschlüssige Befestigungselemente 6, beispielsweise schnell setzbare Bolzen, eingesetzt. Desweiteren erfüllen die Randprofile 2 wichtige Funktionen im Mass- Passsystem des Wagens, in einer robotergestützten automatisierbaren Fertigung sowie auch im Handhabungs- und Logistiksystem des Montageablaufes, beim Korrosionsschutz und der Innenausbaumontage. Die Endmontege des geschlossenen Wagenkastens erfolgt im Gegensatz zur konventionellen Fertigung erst in der Endphase des Fertigungsablaufes ohne Schweissungen mit der Bolzenfügetechnik. Die paarigen Randprofile 2, eines U- förmig und das andere Z- förmig, ermöglichen die Anordnung von raumwinklig zu den kraftschlüssigen Befestigungselementen 6 stehenden formschlüssigen Befestigungselementen 7, welche die Übertragung notwendiger hoher Zugkräfte und Biegemomente, besonders im Bereich der Spantprofile 3, gewährleisten. Desweiteren ist aus der Fig. 3 der als Zwischenschicht einzelner Montageeinheiten 1 zum Korrosionsschutz und zur Akustikdämmung eingebrachte Elastomerkleber 8, welcher mittels der Distanzstücke 9 eine definierte Dicke erhält, erkennbar. Die Distanzstücke 9 werden dabei von der Kraft der hochfest vorgespannten kraftschlüssigen Befestigungselemente 6 beaufschlagt. Im weiteren geht aus der Fig. 3 hervor, wie die doppelt angeordneten, zueinander gerichteten Spantprofile 3 in Kombination mit dem auf deren Innenseite mittels Blindnietung vorgesehenen Akustikdämmblech 10, bestehend aus zwei Dünnblechen mit zwischenliegender Plastikfolie, einen torsions- und biegesteifen Spantkasten bilden, der so im Wagenkasten angeordnet ist, dass er im Wagenquerschnitt umläuft und zur nicht näher dargestellten Innenverkleidung des Wagenkastens einen Luftkanal zu aktiven Isolierung herstellt. Zwischen Aussenhautblech 5 und Akustikdämmblech 10 sind in einem der Höhe der Spantprofile 3 vorgegebenen Distanzbereich 11 Wärmedämmstoffe 12 eingebracht. Mit den in der Fig. 3 dargestellten Details werden die Möglichkeiten der Werkstoff- und Halbzeugkombination, u. a. des Einsatzes von metallisch beschichteten, beispielsweise verzinkten Stahlblechen sowie auch die komplette Demontagefähigkeit für Wartung, Reparatur bis hin zum Recycling des gesamten Wagenkastens, der nach diesem Baukastensystem entwickelt ist, deutlich.1 shows the structure of the assembly units 1 of a one-story passenger coach. The mounting base forms the base frame 1a with side aprons. The long girders (not shown in detail) are designed in such a way that they adapt to the geometric shape of the longitudinal side walls 1b with the
- 11
- MontageeinheitenAssembly units
- 1a1a
- UntergestellUnderframe
- 1b1b
- SeitenwandelementeSidewall elements
- 1c1c
- Fensterbereiche der SeitenwandelementeWindow areas of the side wall elements
- 1d1d
- DachelementeRoof elements
- 22nd
- RandprofileEdge profiles
- 33rd
- SpantprofileFrame profiles
- 44th
- ZwischenfussbodenIntermediate floor
- 55
- AussenhautblechOuter skin sheet
- 66
- kraftschlüssige Befestigungselementenon-positive fastening elements
- 77
- formschlüssige Befestigungselementepositive fastening elements
- 88th
- ElastomerkleberElastomer glue
- 99
- DistanzstückSpacer
- 1010th
- AkustikdämmblechAcoustic insulation sheet
- 1111
- DistanzbereichDistance range
- 1212
- WärmedämmstoffThermal insulation
Claims (1)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4218751 | 1992-06-03 | ||
| DE4218751A DE4218751A1 (en) | 1992-06-03 | 1992-06-03 | Body structure for rail vehicles, in particular passenger coaches |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0573384A1 true EP0573384A1 (en) | 1993-12-08 |
| EP0573384B1 EP0573384B1 (en) | 1995-07-12 |
Family
ID=6460560
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP93710012A Expired - Lifetime EP0573384B1 (en) | 1992-06-03 | 1993-05-27 | Carriage configuration of railway vehicles, especially railway carriages |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0573384B1 (en) |
| AT (1) | ATE124920T1 (en) |
| DE (2) | DE4218751A1 (en) |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4410998A1 (en) * | 1994-03-30 | 1995-10-05 | Goerlitz Waggonbau Gmbh | Quick=assembly edge=section pair for modular elements |
| DE19538793A1 (en) * | 1995-10-18 | 1997-04-24 | Waggonfabrik Talbot Gmbh & Co | Modular element for construction of railway container wagon |
| DE19619617C1 (en) * | 1996-05-15 | 1997-07-03 | Waggonfabrik Talbot Gmbh & Co | Modular component for composite structure |
| DE19606792A1 (en) * | 1996-02-23 | 1997-08-28 | Abb Daimler Benz Transp | Rail vehicle with car body |
| EP0846606A1 (en) * | 1996-12-05 | 1998-06-10 | Deutsche Waggonbau AG | Segmented shell construction with float mounted liner |
| WO1998056634A1 (en) * | 1997-06-13 | 1998-12-17 | Daimlerchrysler Ag | Rail vehicle with a fiber composite material head module |
| US6092473A (en) * | 1996-10-02 | 2000-07-25 | Altenburg; Klaus | Modular element and manufacturing process |
| AT406917B (en) * | 1998-06-10 | 2000-10-25 | Scheuch Alois Gmbh | FORMWORK |
| DE19612342C2 (en) * | 1996-03-28 | 2001-09-20 | Talbot Gmbh & Co Kg | Superstructure for vehicles |
| US6327981B1 (en) | 1997-05-20 | 2001-12-11 | Daimlerchrysler Rail Systems Gmbh | Carriage body |
| RU2201356C2 (en) * | 2001-04-16 | 2003-03-27 | Зао "Лантеп" | Vehicle body |
| WO2012076244A1 (en) * | 2010-12-07 | 2012-06-14 | Siemens Aktiengesellschaft | External wall for a vehicle |
| AT512178A4 (en) * | 2011-11-21 | 2013-06-15 | Siemens Ag Oesterreich | PASSENGER RAIL VEHICLE WITH ACTIVE HEAT INSULATION |
| CN104527813A (en) * | 2015-01-16 | 2015-04-22 | 山西三晋云谷物联信息技术有限公司 | Bus utilizing space above road |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4407805C2 (en) * | 1994-03-09 | 1997-12-18 | Waggonfabrik Talbot Gmbh & Co | Car body for rail vehicles |
| DE10053125A1 (en) | 2000-10-19 | 2002-05-08 | Daimlerchrysler Rail Systems | Rail vehicle with a modular body |
| SE520995C2 (en) * | 2001-01-26 | 2003-09-23 | Bombardier Transp Gmbh | Structural damping of a wagon basket for a rail vehicle |
| DE10360965A1 (en) * | 2003-12-23 | 2005-07-28 | Siemens Ag | Modular side wall of a car body, especially for rail vehicles, and method for producing such a side wall |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE640513C (en) * | 1932-11-18 | 1937-01-09 | Standard Pressed Steel Co | Car bodies, especially for railroad cars and buses |
| DE1108576B (en) * | 1956-06-28 | 1961-06-08 | Alle Heida | Connection of components for vehicle bodies |
| DE2031546A1 (en) * | 1970-03-18 | 1971-09-30 | VEB Waggonbau Görlitz, χ 8900 Gor htz | Training and arrangement of assembly units for car bodies, especially double-decker design |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE473098C (en) * | 1927-03-18 | 1929-03-18 | Franz Kruckenberg Dipl Ing | The vehicle body carrying the payload |
| DE767115C (en) * | 1936-03-07 | 1951-10-31 | Auto Union A G | Process for the manufacture of car bodies for motor vehicles |
| DE1630836A1 (en) * | 1951-01-28 | 1971-04-08 | Ni Awtomobilny I Awtomotorny I | Junction connection of thin-walled individual parts |
| GB912635A (en) * | 1958-01-03 | 1962-12-12 | Bristol Aeroplane Plastics Ltd | Improvements relating to railway vehicles |
| DE1630595A1 (en) * | 1967-06-08 | 1971-08-05 | Koegel Gmbh Fahrzeug | Container and / or box structure, in particular for motor vehicles |
| US4222335A (en) * | 1978-08-22 | 1980-09-16 | The Budd Company | Means for manufacturing a modular railway car |
| DE3421429A1 (en) * | 1984-06-05 | 1985-12-05 | Schweizerische Aluminium Ag, Chippis | Carriage superstructure, in particular for railway carriages for passenger transport |
| FR2595648B1 (en) * | 1986-03-12 | 1990-10-12 | Technoforme Sarl | RAILWAY OR ROAD VEHICLE BODY |
| DE8702848U1 (en) * | 1987-02-25 | 1988-06-23 | Dethleffs Caravans Gmbh, 7972 Isny | Caravan |
| DD274793B5 (en) * | 1988-08-18 | 1996-04-04 | Goerlitz Waggonbau Gmbh | Car body construction for rail vehicles |
| DE3837890A1 (en) * | 1988-11-08 | 1990-05-10 | Emil Doll Gmbh U Co Kg Fahrzeu | Sandwich element |
| DE69021113T2 (en) * | 1989-04-14 | 1996-04-04 | Hitachi Ltd | Railway passenger car body and its manufacturing process. |
-
1992
- 1992-06-03 DE DE4218751A patent/DE4218751A1/en not_active Withdrawn
-
1993
- 1993-05-27 AT AT93710012T patent/ATE124920T1/en not_active IP Right Cessation
- 1993-05-27 DE DE59300344T patent/DE59300344D1/en not_active Expired - Fee Related
- 1993-05-27 EP EP93710012A patent/EP0573384B1/en not_active Expired - Lifetime
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE640513C (en) * | 1932-11-18 | 1937-01-09 | Standard Pressed Steel Co | Car bodies, especially for railroad cars and buses |
| DE1108576B (en) * | 1956-06-28 | 1961-06-08 | Alle Heida | Connection of components for vehicle bodies |
| DE2031546A1 (en) * | 1970-03-18 | 1971-09-30 | VEB Waggonbau Görlitz, χ 8900 Gor htz | Training and arrangement of assembly units for car bodies, especially double-decker design |
Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4410998A1 (en) * | 1994-03-30 | 1995-10-05 | Goerlitz Waggonbau Gmbh | Quick=assembly edge=section pair for modular elements |
| DE4410998C2 (en) * | 1994-03-30 | 1999-03-04 | Deutsche Waggonbau Ag | Quick-fit edge profile pair for modular elements in vehicle and container construction |
| DE19538793A1 (en) * | 1995-10-18 | 1997-04-24 | Waggonfabrik Talbot Gmbh & Co | Modular element for construction of railway container wagon |
| DE19538793C2 (en) * | 1995-10-18 | 1999-12-23 | Talbot Gmbh & Co Kg | Module element |
| DE19606792A1 (en) * | 1996-02-23 | 1997-08-28 | Abb Daimler Benz Transp | Rail vehicle with car body |
| DE19612342C2 (en) * | 1996-03-28 | 2001-09-20 | Talbot Gmbh & Co Kg | Superstructure for vehicles |
| DE19619617C1 (en) * | 1996-05-15 | 1997-07-03 | Waggonfabrik Talbot Gmbh & Co | Modular component for composite structure |
| US6092473A (en) * | 1996-10-02 | 2000-07-25 | Altenburg; Klaus | Modular element and manufacturing process |
| EP0846606A1 (en) * | 1996-12-05 | 1998-06-10 | Deutsche Waggonbau AG | Segmented shell construction with float mounted liner |
| US6327981B1 (en) | 1997-05-20 | 2001-12-11 | Daimlerchrysler Rail Systems Gmbh | Carriage body |
| AU737725B2 (en) * | 1997-06-13 | 2001-08-30 | Daimlerchrysler Rail Systems Gmbh | Rail vehicle with a fiber composite material head module |
| WO1998056634A1 (en) * | 1997-06-13 | 1998-12-17 | Daimlerchrysler Ag | Rail vehicle with a fiber composite material head module |
| US6431083B1 (en) | 1997-06-13 | 2002-08-13 | Daimlerchrysler Rail Systems Gmbh | Rail vehicle with a fiber composite material head module |
| CN1093483C (en) * | 1997-06-13 | 2002-10-30 | 戴姆勒-克莱斯勒铁路系统有限公司 | Railway vehicles with head modules made of fiber composite materials |
| AT406917B (en) * | 1998-06-10 | 2000-10-25 | Scheuch Alois Gmbh | FORMWORK |
| RU2201356C2 (en) * | 2001-04-16 | 2003-03-27 | Зао "Лантеп" | Vehicle body |
| WO2012076244A1 (en) * | 2010-12-07 | 2012-06-14 | Siemens Aktiengesellschaft | External wall for a vehicle |
| AT512178A4 (en) * | 2011-11-21 | 2013-06-15 | Siemens Ag Oesterreich | PASSENGER RAIL VEHICLE WITH ACTIVE HEAT INSULATION |
| AT512178B1 (en) * | 2011-11-21 | 2013-06-15 | Siemens Ag Oesterreich | PASSENGER RAIL VEHICLE WITH ACTIVE HEAT INSULATION |
| CN104527813A (en) * | 2015-01-16 | 2015-04-22 | 山西三晋云谷物联信息技术有限公司 | Bus utilizing space above road |
Also Published As
| Publication number | Publication date |
|---|---|
| DE59300344D1 (en) | 1995-08-17 |
| EP0573384B1 (en) | 1995-07-12 |
| DE4218751A1 (en) | 1993-12-09 |
| ATE124920T1 (en) | 1995-07-15 |
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