Note: Descriptions are shown in the official language in which they were submitted.
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A RAIL VEHICLE WITH A WAGON BODY
The invention relates to a rail vehicle with a wagon
body of modular construction.
The wagon body on a known rail vehicle of this type
(WO 93/19965) is composed of a base module and a module
comprising side walls and a roof wall which are manufactured
as a unit. In this construction, the base module is freely
accessible during assembly, but the production of the module
which is to be placed on top of the said base module involves
the same difficulties as those incurred if the upper module
were to be mounted directly on top of the base module.
The present invention provides a rail vehicle with a
wagon body of modular construction, the wagon body comprising
a plurality of individually prefabricated modules, wherein the
modules are joined together along respectively adjacent side
edges, and wherein at least one of fluid and electrical lines
are provided in the wagon body which extend from one module to
an adjacent module,, the lines having coupling means installed
at a crossover from one module to the adjacent module.
The invention also provides a method for producing
a rail vehicle with a wagon body of modular construction,
comprising the steps of providing a plurality of modules, the
modules including at least one of electrical and fluid lines
having coupling means; coupling the at least one of electrical
and fluid lines of adjacent modules together by the coupling
means; and assembling the rail vehicle by securely and durably
joining together the modules along respectively adjacent
longitudinal side edges of the modules.
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In a construction of a rail vehicle according to the
invention which is particularly used to transport passengers,
the separate wall units of the wagon body are made individually
and at the interfaces with adjacent modules are equipped with
the necessary mechanical and, if required, electrical, pneumatic,
hydraulic or optical connection means for coupling when these
modules are joined together. The separate modules are therefore
elements which have a substantially plane surface or are only
slightly shaped in cross-section, which can be brought into the
most favourable position for a required procedure, in particular,
during assembly or during the production of the modules. The
modules may therefore be
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completely preassembled before being joined together,
i.e. they may be equipped, for example, with their
associated window-, ventilation-, lighting-, public
-address system-, air-conditioning pneumatic system-,
display-, control- and similar components. Moreover,
they may be given their full final paint coating or be
surface-treated in some other manner if cold joining
processes such as rivet-, lock ring- or screw connectors
are used to join the modules together. When hot joining
processes are used, particularly a laser welding process,
it is expedient initially to leave the marginal areas to
be welded without any surface treatment, so that only
these strips need to be subjected to a surface treatment
after the hot joining process. As a result large-scale
integration in the individual modules is achieved, and
there is the additional possibility of prefabricating
individual modules independently of the assembly status
of other modules. Moreover, the at least largely
preassembled separate modules can be individually checked
for quality and/or operation, the elimination of faults
as a result of the free accessibility of the respective
module resulting in a reduction in the time expended
thereon. Optimum quality can therefore be achieved with
less time expended, and it only remains for faults in the
region of the joints to be located when the vehicle is
finally checked and_put into service. In addition, the
ability to produce the separate modules independently in
parallel operations results in reduced processing times
in the production and assembly of the vehicle.
The basic components of the modules may be made up
in differential or sandwich construction of an exterior
wall, supporting elements and an interior wall which are
securely joined together_ However, extruded section
parts in particular may also be used in integral
construction, preferably made of aluminium and with
dimensions corresponding to the exterior dimensions of
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the modules. Extruded section parts may be provided more
particularly with profiled mouldings such as C-rails,
grooves, bars, ducts and the like, which preferably
extend in the longitudinal direction of the wagon body to
be formed and which may be used for routing water,
compressed air, electrical leads or other equipment such
as air conditioning elements, lighting elements or the
like, and also for the installation or mounting of
components such as interior fittings, seats, ashtrays and
other devices. The profiled mouldings are located more
particularly on the interior walls and preferably between
the exterior and the interior wall, resulting in the
appearance of an at least largely smooth surface facing
towards the interior of the wagon body. Duct mouldings
may have openings towards the interior of the wagon body
so that they are able to supply or remove heating or
cooling air. For the appearance of continuous,
particularly rounded, junctions between the roof module
and the side walls, the longitudinal side edges of the
exterior wall of the roof module are conveniently
downwardly directed or deflected preferably with a
radius, so that the mutually opposite longitudinal side
edges of the modules can either be welded or these edges
are able to interlock or overlap one another and can be
joined using cold joining techniques. The interior walls
of the modules may be so_shaped that an at least largely
concealed connection facility is produced, the connection
points being concealed by cover strips or functional
units such as luggage racks. The longitudinal side edges
of the interior wall of the roof module may also be
downwardly directed in a curve, it being convenient to
let these longitudinal side edges be spaced,in the
horizontal direction from the adjacent interior walls of
the side wall modules, so that in the gap thereby formed
a downwardly open profiled bar can be fitted, for
example, which provides an optimum connection facility
which is at least largely concealed from the interior of
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the wagon body.
A reliable connection of the side wall modules to
the base module is produced, for example, if the
longitudinal side edges of the supporting structure
components, more particularly the exterior walls of the
side wall modules, which are downwardly directed on the
wagon body, extend beyond the longitudinal side edges of
the associated interior walls and are tightly and
securely joined to the respectively adjacent longitudinal
side edges of the base module. The longitudinal side
edges of the base module may also be downwardly angled
parallel to the adjacent longitudinal side edges of the
side wall modules, with the result that this extended
surface area ensures a stable and reliable connection
between the base module and the rest of the wagon body
structure.
If a rail vehicle with a driver's cab is to be
installed with the modules, at least one end wall module
is expediently adapted to form a driver's cab of this
kind. In this case it is expedient if the base module
extends beyond the side wall modules and the roof module
at least at one longitudinal end, so that the driver's
cab is supported on the projecting portion of the base
module_
In the course of the production of the modules, it
is possible to form both the interior wall and the
exterior wall of the side wall modules as closed surfaces
and to fit the necessary window and door openings or the
like actually during the further treatment of the
particular module. The side wall modules may also be
made up of several partial extruded sections arranged in
the installation position one above another in one plane
and joined to each other on their longitudinal side
edges, wherein the partial extruded sections can be cut
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there to suitable lengths in the region of doors, windows and
the like at the outset. In this instance the basic component
of the module can be fed to the relevant processing machines
in the most favourable position for the work procedure. When
a rail vehicle is produced, the procedure followed is
convenient in that the modules are each individually at least
largely completed, checked and then successively assembled, and
then their fixed connection to the respectively adjacent
longitudinal side edges can be effected. The installation of
large devices,~seating and similar final fittings which inter-
feres with the joining operation is conveniently only carried
out when the joining operation is completed.
The invention is explained in more detail in the
following description with the aid of the accompanying drawings,
in which:
Fig. 1 is an exploded schematic view of a wagon body
of a rail vehicle of modular construction;
Fig. 2 is a cross-sectional representation through
the assembled wagon body;
Fig. 3 is a view of a roof module in an inverted
position;
Fig. 4 is a cross-sectional representation through
the wagon body of the rail vehicle with seating; and
Fig. 5 is a side view of a rail vehicle with driver's
cab.
As shown in Fig. 5, a rail vehicle 1 has a wagon
body 2 which is mounted on bogies 3 such as motor bogies or
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simple running gear. Associated with the end of the wagon body
2 on the end wagon of a train is a driver's cab 4 (Fig. 5).
As shown in Fig. 1, the wagon body is composed of a
base module 5, a roof module 6 and two side wall modules 7, the
construction of which, more particularly, is identical and in
mirror image relationship, but which may also differ as a
result of differing asymmetrical arrangements of the openings.
These large modules 5, 6, 7 each extend as a single piece over
the entire length of the rail vehicle if there is no driver's
cab provided. If there is a driver's cab, it may be composed
of small modules which may be a driver's cab hood 8 and a
driver's cab rear wall 9 with control cabinets 10 as shown in
Fig. 5. If required, end wall modules similar to the driver's
cab rear wall 9 may also be provided in the end region of
individual wagon bodies. Extruded section parts which have
been cut to length and which, more particularly, are made of
aluminum are preferably used for the individual modules. Useful
profiled mouldings such as grooves, C-rails, bars and ducts, in
particular, may be provided on extruded section parts of this
kind, the profiled mouldings preferably extending in the
longitudinal direction of the wagon body 2. Insulations,
interior wall linings 11 of the side wall modules 7, an interior
roof lining 12 of the roof module 6 or a floor 13 of the base
module 5 may be fixed to profile mouldings of this kind.
Electrical lines 30 or fluid control and supply lines 32 may be
laid in moulded grooves, and moulded ducts may also serve this
purpose. Such ducts may, for example, be used directly as
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control or supply lines for air, water or the like. The
individual modules 5 to 8 are prefabricated as far as possible
as constructional units, resulting in minimal assembly effort
as a result of the free accessibility of the separately produced
modules with simplified logistics and ergonomic working
conditions. Moreover, a marked reduction in the effort and
times involved in checking the whole vehicle and putting it into
service can be achieved, as the individual modules can be
completely checked in advance. In this case, it is expedient to
provide appropriate coupling means 34 at the ends of the
electrical lines 30 as well as the fluid control and supply
lines 32 which correspond with matched extensions of the corres-
ponding lines in other modules. The coupling means 34 can be
conventional electrical plugs and sockets for the electrical
lines 30 and screwed or flanged fittings for the fluid control
and supply lines 32. The coupling means 34 are joined in a
manner known in the art. A high quality is also achieved as
faults which appear can be eliminated on the module where there
is the facility of better access with less dismantling and
assembly effort and as a result there is virtually no increase
in the processing time for the whole vehicle. There is also a
drastic reduction in the processing time because the assembly
and checking of the modules can be done in parallel, and also
the amount of capital tied up is less than it is when the rail
vehicle is constructed in the conventional way. The individual
modules 5 - 8 may be given their final paint coating or may be
surface-treated in some other way. The completed modules are
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then joined together by the modular system. The joining of the
modules is in this case effected, for example, by means of cold
connection techniques, preferably in the form of lock ring or
riveted connections, lock ring pins particularly proving to be
durable connection means. The modules are thereby joined
together disconnectably since such connection means can be
removed using relatively simple equipment. The modules them-
selves can also be constructed as welded assemblies.
The side wall modules 7 and the roof wall module 6,
in particular, are constructed as double skins, the exterior
wall 7.1 or 6.1 and an interior wall spaced therefrom, which
carries the interior lining 11 or the roof interior lining 12,
in each case being a single piece. Profiled mouldings are
preferably arranged between the exterior wall 6.1 or 7.1 and
the associated interior wall 12 or ll,and are preferably
provided on the interior walls 11, 12. Profiled mouldings may
be formed, as shown in Fig. 3 in the roof module 6, for example,
in the form of ducts 14 or groove mouldings 15. The ducts 14
house the electrical lines 30 and the fluid control and supply
lines 32. If a duct is used as an air conduit, then this duct
may be provided with at least one opening towards the interior
of the
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wagon body 2 so that it can supply or remove hot or cold
air. Lighting elements 16, public address system
elements 17.1 or the like may be integrated at Least into
the roof module 6, but if appropriate also into the side
wall modules 7. Openings for windows 17 or doors 18 may
also be cut into the side wall modules 7 and these
components 17, 18 fitted.
The modules which have been completely preassembled
before being joined together and more particularly have
been equipped with their associated window- (17),
ventilation-, lighting- (16), heating-, cooling-,
display-, control- and/or similar components and have
been given their final paint coating or surface treatment
are, upon assembly, brought into their prescribed
assembly position, during which line connections and the
like are installed. The side wall modules 7 and the roof
wall module 6 and the base module 5 are then securely and
tightly joined together along the mutually adjacent
longitudinal side edges 19 of the exterior walls 6.1 or
7.1. If the connection is not made by riveting but is
effected using the laser welding process, for example,
then narrow strips along the longitudinal side edges 19
are not given their final paint coating or surface
treatment. After the welding and cleaning of the weld
seams at the assembly location, these narrow strips may
still be given the necessary surface treatment or may be
concealed by cover strips, adhesive strips, laminae and
the like.
To enable a reliable joint to be produced, the
longitudinal side edges 19 of the exterior wall 6.1 of
the roof module 6 may be downwardly directed or
deflected. The longitudinal side edges 19 both of the
roof module and of the side wall module may then be butt-
jointed by welding or, by using a cold connection such as
riveting, may overlap one another by a sufficient width.
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In this case the necessary rivet holes may already be
provided in the relevant marginal regions of the
associated longitudinal side edges. The longitudinal
side edges 20 of the interior wall 12 of the roof module
6 are also downwardly deflected in such a way that in the
wagon body 2 the longitudinal side edges 20 are spaced in
the horizontal direction from the adjacent longitudinal
side edges 20 of the interior walls I1 of the side wall
modules 7 and overlap one another in the vertical
direction. Into the gap thereby formed between the
adjacent side edges 20 of the interior walls 11, 12
connection means 21, such as a downwardly open U-section
bar or ventilation duct, may therefore be fitted in each
case, the connection means being fixed~to'the
associated longitudinal side edges 20. This results in
the facility of a visually concealed arrangement of
rivet-, screw- or similar attachment means.
In the region of the base module 5, the downwardly
directed longitudinal side edges 19 of the exterior walls
7.1 are made such that they extend downwardly beyond the
longitudinal side edges 20 of the associated interior
walls 11. These lower longitudinal side edges 19 are
securely and tightly joined to corresponding longitudinal
side edges 19 of the base module 5 by means of rivet-type
connection means or by welding. The longitudinal side,
edges 19 of the base module are in this case turned down
parallel to the adjacent longitudinal side edges 19 of
the side wall modules 7, ensuring an adequate area of
overlap for the connection means and thus a reliable,
rigid attachment of the upper modules 6, 7 to the base
module 5.
To add a driver's cab 4, as shown in Fig. 5 the base
module 5 extends beyond the side wall modules 7 and the
roof module at one longitudinal end, so that the driver's
cab 4 can be mounted on the front portion of the base
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module 5 which remains free. An end wall 9 which
terminates the wagon body 2 here constitutes the
connecting element between the wagon body 2 and the
driver's cab 4.
5
When the modules 5 - 8 have been joined together,
the final equipping of the particular rail vehicle takes
place, in that, for example, seats 22 are fixed to the
base module 5 and pretested transformers, air
10 conditioning equipment, electrical control equipment and
the like are installed. All that then still has to be
done is to check the operation of the whole vehicle and
to put it into service.
For treatment, the modules are held in devices which
allow an optimum working position, particularly from an
ergonomic point of view, for each work procedure.
