Note: Descriptions are shown in the official language in which they were submitted.
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KIT FOR A BODY-SHELL STRUCTURE
Field
[0001] At least one embodiment of the invention generally relates to
a kit for
a car body-shell structure of a rail vehicle. In at least one embodiment, it
relates
to a kit for a car body-shell structure of a rail vehicle, having a beam
structure
which has at least two upper chords and a number of roof transverse beams for
the roof area of the car body, at least two lower chords and a number of
bottom
transverse beams for a bottom area of the car body and a plurality of pillars
which
extend vertically, and a plurality of window chords for side areas of the car
body,
and having at least one front module.
Background
[0002] A kit is generally employed in the construction of rail
vehicles of all
types, both local railway vehicles and long-distance railway vehicles.
[0003] Car body shells frequently exhibit, within the kit which is
used for
their manufacture, a variety of simple individual components such as chamfered
pieces of sheet metal and open profiles which are assembled with extremely
time-
consuming welding operations in an assembly process to form a framework.
Depending on a respective customer's requirements, it is necessary to adapt
the
kit, and in this context considerable adaptations are necessary in terms of
the
elements of the kit and additions of components. This incurs very high costs
both
in the development and in the fabrication of the car body shell.
[0004] In addition, in many cases only a tight development time is
available
for the configuration of the car body shell and in addition a large number of
individual components of the kit have to be fabricated by hand, with the
result that
product safety can be ensured only with very considerable effort.
[0005] At present, the high costs when developing a new car body
shell are
combated by changing the car body-shell structure of a particular predecessor
model as little as possible.
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SUMMARY
[0006] In accordance with this invention, there is provided a kit for
a car body-
shell structure of a rail vehicle having a beam structure, the kit comprising:
at least two
upper chords; a plurality of roof transverse beams for a roof area of the car
body; at least
two lower chords; a plurality of bottom transverse beams for a bottom area of
the car
body; a plurality of pillars which extend vertically; a plurality of window
chords for side
areas of the car body; and at least one front module, wherein the body-shell
structure is
of modular design, wherein the at least two upper chords and the at least two
lower
chords are connected via joints to adjacent at least one of the transverse
beams, the
vertical pillars and the window chords, wherein the at least two upper chords
and the at
least two lower chords have a uniform profile cross section, wherein the
joints are at least
partially of uniform design and embodied as sheet-metal joints, and wherein
the sheet-
metal joints 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.
[0007] In at least one embodiment, a kit is specified for a car body-
shell structure
of a rail vehicle in which reduced development time is required when a car
body shell is
newly configured.
[0008] The modular body shell structure which is provided makes it
possible to
construct 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 chord
sections and
lower chord sections and the design of the joints can be used to construct
various car
bodies.
[0009] In this context, the upper chord sections and the lower chord
sections can
preferably be at least partially of uniform length. This will apply to the
upper chord
sections in most cases, while in the case of the lower chord sections it may
be necessary
to ensure that any wheel cases are arranged.
[0010] It is advantageous if the pillars and the window chords also
have a uniform
profile cross section. This facilitates the provision of suitable profiles for
forming the
pillars and the window chords. It is therefore possible to manufacture both
pillars and
window chords from a single extrusion profile or roller-profiled profiles.
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[0011] The pillars and the transverse beams may also have a uniform
profile cross section, which further reduces the variety of profiles to be
used.
[0012] A plurality of sets of transverse beams which differ in their
length are
advantageously provided for the kit in order to implement various vehicle
widths.
This means that the side elements of the car body remain the same for
different
vehicles, while only the length of the transverse beams which are used and the
configuration of the front module are changed from one car body configuration
to
another.
[0013] In order to implement various vehicle lengths it is also
advantageously possible to dispense with changes in the sides of the car body.
In
this context, it is preferred to provide rear modules and front modules of
differing
lengths for connection to the respective end sides of the beam structure. Such
front modules are typically manufactured from plastic.
[0014] With respect to the uniformity of the joints it is possible to
provide
that the joints which are provided in the interior of the beam structure are
of
uniform design in the vicinity of the upper chords and lower chords. This also
limits the variety of components of the kit.
[0015] The joints may preferably be embodied as sheet-metal joints.
In this
context, a sheet-metal joint may be fabricated from a sheet-metal semifinished
product which is cut to size by jet-treatment cutting methods or punching
tools,
and is subsequently suitably shaped and then joined. The joining is preferably
carried out by welding or bonding to an adjacent chord section.
[0016] Alternatively, the sheet-metal joint can also be manufactured
by
deep-drawing, in which case the sheet-metal joint can be suitably cut to size
after
the deep-drawing process and then chamfered, if necessary.
[0017] It is also conceivable to form the sheet-metal joint from a
plurality of
parts which are each manufactured by deep-drawing.
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[0018] Example embodiments of the kit can include an embodiment of
the
sheet-metal joints which are used in its construction.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Example embodiments of the invention will be explained in more
detail below with reference to the drawings, in which:
[0020] figure 1 shows a perspective view of a beam structure of a car
body
for a rail vehicle,
[0021] figure 2 shows a perspective view of an alternative beam
structure of
a car body for a rail vehicle,
[0022] figure 3 shows a perspective view of the beam structure in figure 1
with supplementary roof elements and rear modules,
[0023] figure 4 shows a perspective view of a beam structure of a car
body
for a rail vehicle with supplementary roof elements, which are alternatives to
those
in figure 3,
[0024] figure 5 shows a perspective view of a first embodiment of a sheet-
metal joint in combination with profile sections which are to be connected to
one
another,
[0025] figure 6 shows a perspective view of a second embodiment of a
sheet-metal joint, on the basis of a quarter of a deep-drawn cup, in
combination
with profile sections which are to be connected to one another,
[0026] figure 7 shows a perspective view of a third embodiment of a
sheet-
metal joint in combination with profile sections which are to be connected to
one
another,
[0027] figure 8 shows a perspective view of a side wall section of
the beam
structure in figure 1,
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[0028] figures 9 and 10 each show a perspective view of two variants
of a
fourth embodiment of a sheet-metal joint in combination with profile sections
which
are to be connected to one another,
[0029] figure 11 shows a perspective view of a fifth embodiment of a
sheet-
metal joint in combination with chord sections which are to be connected to
one
another,
[0030] figures 12, 13, 14, 15 each show perspective views of a sheet-
metal
semifinished product in various manufacturing stages for the manufacture of
the
sheet-metal joint in figure 11,
[0031] figures 16 and 17 each show a perspective view of a sixth
embodiment of a sheet-metal joint,
[0032] figures 18 and 19 each show a perspective view of an outer
shell
and of an inner shell for the manufacture of the sheet-metal joint in figures
6
and 7,
[0033] figures 20, 21, 22 and 23 each show a perspective view of a sheet-
metal semifinished product in various manufacturing stages for the manufacture
of
the sheet-metal joint in figures 6 and 7,
[0034] figures 24 and 25 each show perspective views of a seventh
embodiment of a sheet-metal joint,
[0035] figure 26 shows a perspective view of an eighth embodiment of a
sheet-metal joint,
[0036] figures 27 and 28 each show perspective views of a sheet-metal
joint arrangement in which two sheet-metal joints are connected to one another
by
placing respective outer shells together,
[0037] figure 29 shows a perspective view of a sheet-metal joint
arrangement in which three sheet-metal joints are connected to one another by
placing respective outer shells together, and
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[0038] figures 30 and 31 each show a perspective view of a ninth
embodiment of a sheet-metal joint in which at least one sheet-metal shell is
separated.
DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENTS
[0039] The beam structure of a car body for a rail vehicle which is shown
in
figure 1 is of modular design. In the illustrated exemplary embodiment, two
upper
chords 0 are respectively divided into five upper chord sections OA, only one
of
which is provided with a reference sign in figure 1 for reasons of clarity.
[0040] Figure 2 shows a beam structure which is an alternative to
figure 1
and in which rear modules and front modules El, E2 are additionally provided.
Furthermore, a centrally arranged longitudinal beam LT is additionally
provided in
the roof area of the beam structure. In contrast to figure 1, the upper chords
0,
the lower chords U and, if appropriate, also the longitudinal beam LT are of
continuous design in the respective continuous joints, with the result that
there is
no respective division into longitudinal axial sections. The longitudinal beam
LT in
the roof area is connected to the upper chords 0 by means of sheet-metal
joints
which are embodied in the form of a cross BK4 and intermediate profiles ZP
which
extend in the lateral direction.
[0041] It is to be emphasized that a continuous embodiment of the
upper
chords 0 and lower chords U can also be provided in the respective sheet-metal
joints in the beam structure according to figure 1.
[0042] Two lower chords U are also divided into lower chord sections
UA,
with a central region remaining free in order to accommodate an undercarriage.
[0043] The upper chord sections OA and lower chord sections UA are
uniform with respect to their profile cross section and their length.
[0044] In order to connect the upper chords 0 and the lower chords U,
vertical pillars S are provided. In order to form window areas, horizontally
extending window chords F are used which correspond in terms of their profile
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cross section to that of the vertical pillars S. In this context, the window
chords F
are attached to the vertical pillars S in an abutting connection.
[0045] In order to connect the upper chords 0 and the lower chords U
to
one another horizontally, transverse beams Q are provided which have a uniform
profile cross section and are of uniform length. Their profile cross section
corresponds here to that of the vertical pillars S and of the window chord F.
[0046] The construction of the beam structure therefore requires only
two
different cross-sectional profiles, specifically one cross-sectional profile
for the
upper chord section OA and lower chord section UA, and a second cross-
sectional profile for the transverse beams Q, the vertical pillars S and the
window
chords F.
[0047] Taking the beam structure illustrated in figure 1 as a
starting point, a
body shell structure shown in figure 3 is obtained. The illustration in figure
3 has
additional roof elements D1, D2 compared to the illustration in figure 1, with
a
central roof element D1 corresponding approximately to the length of two upper
chord sections OA, and the two outer roof elements D2 corresponding
approximately to the length of an upper chord section OA. Figure 4 shows an
alternative division of the roof area in which two roof elements D1, which are
denoted by the same reference sign for the sake of simplicity, correspond to
the
length of two upper chord sections OA. Rear modules El, E2 are fitted onto end
sides, for example of the beam structure in figure 2.
[0048] The modular structure which is described in this way for a car
body
shell is also retained when different vehicle widths or vehicle lengths are
implemented. In order to implement different vehicle widths, only the lengths
of
the transverse beams Q are adapted. Associated rear modules and front modules
El, E2, which have to be fitted onto the end sides of the beam structure, then
have to be made available for each transverse beam length.
[0049] Different vehicle lengths are implemented for a given
transverse
beam length by means of the length of a front module, for example. Even when
there are different vehicle widths and vehicle lengths, the side areas of the
beam
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structures remain unchanged in each case and can therefore be used as modular
elements for different vehicle configurations.
[0050] In order to construct the beam structure which is shown in
figures 1,
2 and 3, 4 and is composed of the upper chord sections OA, lower chord section
UA (or with continuous upper chords 0 and lower chords U), vertical pillars S,
window chords F and transverse beams Q it is proposed to use sheet-metal
joints
with a predominantly uniform design. In this context, in the end side area of
the
beam structure a first sheet-metal joint type BK1 is used which serves to
mechanically connect a transverse beam Q, an upper chord section OA and a
vertical pillar S. The first sheet-metal joint type BK1 is used whenever the
abovementioned three elements of the beam structure are to be connected to one
another, that is to say even in the inner area of the lower chord U.
[0051] In the inner area of the upper chords 0, a second sheet-metal
joint
type BK2 is used which serves as a connecting point between two upper chord
sections OA located one behind the other, a transverse beam Q and a vertical
chord S. A third sheet-metal joint type BK3 is used to connect a window chord
F
to a vertical chord S.
[0052] Figure 5 shows a perspective view of a sheet-metal edged joint
BK2A of the type BK3. It serves as an element for connecting abutting
profiles. A
sheet-metal semifinished product is used for its manufacture, which sheet-
metal
semifinished product is firstly cut to size by means of a jet-treatment
cutting
method or punching tools and on which conventional chamfering operations are
subsequently performed, after which the third joint type BK3 is joined to
adjacent
profiles such as the window chord F or the vertical chord S. The joining can
be
performed by welding, other thermal joining methods or else also by bonding
(specifically if lightweight metals are used).
[0053] The sheet-metal joint BK3A which is manufactured in this way
is
distinguished by low manufacturing costs and a high level of working
precision.
[0054] Figure 6, too, shows a second embodiment of the sheet-metal
joint
type BK3. Taking the basic form of a round cup as a starting point, a deep-
drawn
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sheet-metal joint BK3B is fabricated as follows: a deep-drawn cup composed of
a
sheet-metal semifinished product is divided, in the present exemplary
embodiment, by laser cutting or some other cutting method into quarters which
have the same shape and can be used to reinforce corners at abutting
connections of profiles, such as the window chord F and the vertical chord S.
During the shaping of the sheet-metal cup by deep-drawing, a force is applied
in a
conventional fashion to the sheet-metal semifinished product via a die, and
said
force causes the sheet-metal semifinished product to be drawn into a drawing
ring. The process is characterized by a combined compression/pressure stress
state. The method is distinguished by low manufacturing costs because of the
use
of established fabrication methods such as punching and deep-drawing. A high
level of working precision can be implemented. The rounding radius in the
sheet-
metal joint BK3B can be defined by means of the diameter of the sheet-metal
cup.
[0055] The sheet-metal joint BK3B of the type BK3 which is
manufactured
in this way is embodied in two parts, with each part being joined individually
to the
adjacent profiles.
[0056] A further embodiment of a sheet-metal joint BK3C for use in
the type
BK3 can be seen in figure 7. Firstly, a suitable blank of the sheet-metal
semifinished product is formed by punching out or laser beam cutting.
Subsequent to this, shaping is performed by deep drawing. The resulting deep-
drawn shape for the sheet-metal joint is then cut to size further as required.
The
sheet-metal joint BK3C which is illustrated in figure 7 is also embodied in
two
parts. It has the feature that a position of the reinforcing flanges FL can be
defined by means of the drawing depth of the sheet-metal semifinished product.
These flanges FL lie opposite one another in the inner area of the joint.
[0057] Figure 8 shows two embodiments of a connecting element with
reinforcing flanges F2 for reinforcing corners in abutting connections of
profiles.
The connecting element in figure 8 is employed, for example, in a side wall of
a
car body, for the openings of doors (BK5A) and windows (BK5B).
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[0058] In contrast to the deep-drawn sheet-metal joint embodiment
according to figure 5, the reinforcing element illustrated in figure 8 is an
enclosed,
deep-drawn structure. Vertical and horizontal profiles are connected by way of
a
trough-shaped joint element which is enclosed around the periphery.
[0059] Figures 9 and 10 each show a cross-shaped, two-part structure of a
sheet-metal joint. This embodiment of a sheet-metal joint corresponds to the
type
BK4 from figure 2. It is therefore employed for the connection between central
longitudinal beams LT and transverse beams Q in the roof area or in the
underframe area. Its manufacturing method is also characterized by punching
out
or jet-treatment cutting of the sheet-metal blank to size, subsequent shaping
by
deep-drawing and cutting of the deep-drawn shape to size in order to obtain
the
illustrated, cross-shaped design. Reinforcing flanges FL which are provided
can
be arranged at a distance from one another (figure 9) or can be embodied
bearing
directly one against the other (figure 10). An angle of the abutting profiles
can be
90 , as in the case shown in the figure. However, a smaller or larger value
can
also be selected for said angle, allowing for technical fabrication
possibilities.
[0060] Figure 11 shows an embodiment of a sheet-metal joint BK2A for
the
type BK2. A deep-drawn initial shape is bent twice in the present example
embodiment, secondary shaping elements being used in this context. The joint
design is suitable for connecting abutting profiles, as is shown by the
application
with the sheet-metal joint type BK2 in figure 1.
[0061] Details of the associated manufacturing method can be found in
figures 12 to 15. Joint structures which can be subjected to differing degrees
of
loading can be developed by means of an employed sheet-metal strength.
[0062] A manufacturing method for a second embodiment BK2B of the
sheet-metal joint type BK2 is shown in figures 16 to 23. The sheet-metal joint
has
an outer shell AS and an inner shell IS, the deep-drawn initial shapes of
which are
illustrated in figures 18 and 19, respectively. A first phase of a bending
process is
shown in figures 20 and 21, while the adoption of the final shapes of the
inner
shell and of the outer shell is shown in figures 22 and 23.
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[0063] A further embodiment BK2C for the sheet-metal joint type BK2
is
illustrated in figures 24 and 25. In contrast to the embodiment described
above, the
outer shell AS is manufactured here only from a bent sheet-metal blank, i.e.
without
deep-drawing processing.
[0064] In the same way, the inner shell IS can be composed of just one bent
sheet-metal blank, and the outer shell AS can be deep-drawn.
[0065] Figure 26 shows a further embodiment of a sheet-metal joint
BK5 which
has an inner shell IS and an outer shell AS and serves, in the illustrated
exemplary
embodiment, for connecting intermediate elements to a chord or longitudinal
beam.
[0066] Figures 27 and 28 show two different perspective views in which two
sheet-metal joints each have a separate inner shell IS, the outer shells of
which are,
however, connected to one another to form an outer shell AS which is common to
both joints.
[0067] Figure 29 shows an extension of the principle illustrated in
figure 28.
Here, a total of five sheet-metal joints are connected by their respective
outer shells
AS, with the result that one outer shell AS which is common to all the sheet-
metal
joints is present.
[0068] In the embodiment according to figures 30 and 31, a sheet-
metal shell,
namely the outer shell AS1, AS2, is divided, while the inner shell IS is
embodied in
one piece.
[0069] Example embodiments being thus described, it will be obvious
that the
same may be varied in many ways. Such variations are not to be regarded as a
departure from the present invention, and all such modifications as would be
obvious
to one skilled in the art are intended to be included within the scope of the
following
claims.
