Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 0223~163 1998-04-17
Modular element and Production process
The invention relates to a modular element, in
particular for constructing large bodies or containers,
with the features of the preamble of Patent Claim 1 and
to a process for its production in accordance with the
independent process claim, Claim 14.
DE-A-44 10 998 describes a quick-assembly border-
profile pair for modular elements in vehicle and con-
tA;ner construction which comprises separate complemen-
tary positively locking strips by means of which themodular elements can be centred with respect to one
another and joined temporarily. The definitive connection
between the modular elements is produced by frictionally
locking and positively locking fastening elements (cold-
workable clinch bolt~) which pass through abutting web~of the pre-joined border profiles and secure them again~t
one another in a sheer-re~istant manner and 80 that they
are not displaced transversely. The interaction of the
bolts and of the complementary positively locking border
elements provides a torque-resistant connection of the
modules. These modular elements provided for the con-
struction of large bodies such -as railway passenger
carriages may advantageously be joined exclusively from
the outside. There are therefore no restriction~ to
completion of the modules before joining, i.e. the
interior work can be completed in modular fashion.
~owever, the solid steel border profiles welded to the
frame ends make the modular elements relatively heavy.
A carriage-body construction for railway passen-
ger carriages which can be cold joined from inherentlystiff wall modules, likewise prefabricated by welding,
and is disclosed by EP-A-0 573 384 may be regarded as the
prel;m;n~y stage of the first-mentioned prior art.
Clinch bolts are likewise used for the purpose of con-
necting the wall modules to one another. In this case,the border profiles running in the longitll~;nAl direction
of the modules are formed integrally by sections bent off
from the shell and are provided with rows of bores for
the insertion of said clinch bolts. These border profiles
CA 0223~163 1998-04-17
:. r.
produce b~nA; ng and buckling stiffness for the wall
parts. They also form the basis for the cold-joining
methods and the connecting edges and planes when the
various modules are joined together.
The Z-profile frames of the load-bearing frame-
work butt flush against the border profiles; in each case
two frame ends are located opposite one another. Via the
joint between the two modules, the frames are connected
directly to one another by a clinch bolt, which passes
through two flanges of the frames and in each case one
leg of the bent-off border profiles.
Because the clinch bolts are located behind the
shell, the parting joint has to be accessible from the
in~ide of the carriage during joining of the modules, in
order that the tools may be attached from the inside. The
free spaces required for the tool insert obstruct comple-
tion of interior work of the modules.
The border profiles of these previously known
solutions have to be configured in pairs with complemen-
tary profiles, with the result that the opposite bordersof the moAlll ar elements are designed differently. The
flux of force in the parting joint between the modular
elements runs essentially via the border profiles, at
which the load-bearing frames or columns are connected
flush by their ends.
The object of the invention, tAk;ng the above-
mentioned prior art as departure point, is further to
improve ~uick-assembly modular elements in terms of their
production and handling and to specify a process for
producing such improved modular elements.
This object is achieved according to the inven-
tion by the characterizing features of Patent Claim 1 and
of the independent process claim, Claim 14, re~pectively.
The features of the subclaims dependent on the indepen-
dent claims in each case specify advantageous develop-
ments.
Taking the prior art mentioned in the introduc-
tion as departure point, the adjacent modular elements
are now connected to one another directly in a positively
CA 0223~163 1998-04-17
locking and/or frictionally locking manner via frame
feet, which also connect the ends of the frames
indirectly to the border profiles.
Furthermore, a modular configuration of differen-
tial construction which, as a result of weld connectionslargely being dispensed with, is free of heat-related
stressing is provided by the proposed features in that at
least the sheet-like components of the modular elements
are connected to one another only by shaping joining
methods or punch riveting.
Shaping joining, stamping joining or pressure
~oining here refer to "autogenous" connections between
two overlapping, relatively thin-walled components, or
component surfaces, which are produced, in the over-
lapping region, by the introduction of a common localbulge or protrusion by means o$ a male die and a female
die or the like, a type of push-button structure being
produced by the local cold working of the components.
Punch riveting refers to a connecting method in
which suitable rivets are pressed/pllnche~, without prior
drilling, through two overlapped, relatively thin-walled
components (e.g. frame flange and shell) and, with cold
working and partial penetration, these are fixedly
connected to one another on a permanent basis. There is
also a need here for a steady on the blind side. However,
the pllnCh; ng rivet doe~ not have to penetrate to the
blind side.
The modular elements, which are preferably
intended for the side wall, strip windows, roof hallnche
and roof of a large body, are of a length of up to 25
metres and are of basically identical or similar con-
struction, are constructed on a f-a~,e~ork of preformed
frame profiles and stringer profiles which, if appro-
priate, connect these in a grid-like manner by cold
joining. These stringer profiles are only inserted, as
required, wherever buckling has to be avoided as the
result of large sheet-metal panels.
For the purpose of ;n;m; sing weight, the
8eparate border profiles on the longitll~;nAl borders of
; t, CA 0223~163 1998-04-17
the modules are preferably produced from carbon-fibre or
glass-fibre material (hybrid construction), but may, of
course, also consist of metallic materials. It i8 prefer-
able, but not absolutely necessary, for the shell of the
modular elements to con~ist of a sheet-metal sandwich
(two thin corrosion-resistant sheet-metal layers with
plastic sheeting positioned therebetween). This material
achieves functional integration of noise damping and
corrosion protection.
Colouring and further-enhAnced corrosion protec-
tion are preferably achieved by providing, last of all,
a protective film which, moreover, covers, with a smooth
surface, the hitherto visible punching-rivet head8
located in the shell plane. Filling of the surface and
internal coating with antinoi8e compound is no longer
necessary thereafter, with the result that it is possible
to achieve considerable financial savings with respect to
the conventional shell design.
In the course of these developments, a differen-
tial modular-element design with frames or coll~mns of
closed cross-sections, in particular in the form of
rectangular tubes, has proven particularly advantageous.
These combine a number of advantages:
- optimum cross-sectional shape for a p ~yLa~ c-
controlled adjustment of the longitll~;nAl progression of
the cut-to-length frame profiles by mechanical curling,
by way of which outer contour~ for a large body which are
curved as desired can be flexibly produced in an
extremely short period of time;
- weight optimization possible by piercing holes
and/or producing trelliswork or latticework structures in
the wall regions r-lnning transversely with respect to the
~hell by means of laser cutting;
- specific reduction in cross-section and weight
possible by fully cutting away wall sections in regions
which are subjected to low loading, while maintA;n;ng the
homogeneously closed connecting cross-sections at the
ends;
- good attachment o~ the frame feet, fastened at the
CA 0223~l63 l998-04-l7
frame ends, for connecting elements located in the
parting joint between adjacent modular elements by virtue
of weld seams, preferably la8er weld seams, all the way
round;
- broad base for placing a shell panelling in position
and fastening it by cold working (e.g. punch riveting)
and, if appropriate, for attaching buckling-resistance
means (stringers) r-lnn;ng transversely with respect to
the frames.
In addition to the construction of the modular
elements themselves, particular attention has been given
to the region of the transitions from the frames to the
border profiles and the connections between the border
profiles of adjacent modular elements which are to be
joined to one another. Using a connecting method which is
particularly suitable for this modular-element construc-
tion, the stAn~A~disation of the module (longit--~;n~l)
borders have also resulted in the assembly being markedly
more simple and quick than in the prior art, at least the
same mechanical strength being maintained for the connec-
tions. This connecting method is also suitable for
connecting the ~o~ ~ elements to a metallic underframe
structure. Finally, it is also possible for interm~;ate-
floor elements of double-depth carriages, which have an
H-shaped cross-section with floor and side-wall parts, to
be integrated in the modular overall structure with the
same border-side connection~ on the side-wall sides.
Once two modular elements have been joined
together, the connecting means can all be joined from the
same direction. In the construction of passenger-carriage
bodies, this takes place, as has already been described
in the prior art mentioned in the introduction, from the
outside of the carriage body. All other joining work for
connecting the prefabricated modules to one another is
also carried out from the outside. As a result, all
carcase-finished modules can be prepared such that, on
the inside, they are ready for installation, e.g. with
inner panelling, lines, windows.
Advantages of this construction and of these
CA 0223~163 1998-04-17
structural elements are
- quick assembly without any reworking, with the
option of delivering vehicle bodies which are fully or
partially dismantled and of final assembly once they have
reached the cu~tomer,
- removal and separation of the modules for repair or
recycling purposes (the cold-joined connecting means can
be relea~ed with a relatively low degree of outlay by the
exposed, outer closing heads being stripped off or
sheared off. The bolts can then be driven inwards and the
modules can be separated from one another);
- reduction in outlay and in weight and improvement of
the environmental compatibility during recycling as a
result of the elimination of antinoise compound on the
inside of the shell.
At least on that side of the component~ which is
located on the outside in the assembled state, the
parting-joint borders will be arranged 80 as to be sunken
with respect to the main surface in a m~nn~r known per
se, in order that the (closing) heads of the connecting
elements do not project. These can be covered from view
by a surface-flush covering strip or the like. In the
case of a suitable configuration, this strip can likewise
perform a function in the flux of force and mom~nts in
the parting-joint region, e.g. reinforcement against
shear loading occurring along the parting joint.
In addition to the construction of ~ide walls
with horizontal parting joints, the associated modular
connecting principle can also be used at vertical parting
joints for the end-side connection of side-wall sections
and of side walls with end walls or entire vehicle end
units. At these location~, it may optionally be possible
simply to remove the entire component once the connecting
elements have been released. However, it will be neces-
sary to provide, within the parting joint, positivelylocking elements which are capable of vertical load
bearing, in order to assist the clamping forces of the
axially clamped-together clamping pieces.
Further advantage of the subject matter of the
CA 0223~l63 l998-04-l7
invention can be gathered from the drawing of an exemp-
lary ~mhodiment and of the detailed description of this
which follows. In the drawing, with reference to modular
elements of differential construction for producing large
bodies:
Figure 1 shows a simplified perspective illustration of
a detail of the parting-joint region of two
adjacent modular elements from the inside of
the body,
Figure 2 shows a view o~ the detail according to Figure
1 in which the two modular elements have been
drawn apart from one another in order to illus-
trate the cold-joining connections,
Figure 3 shows a perspective view of a variant of a
modular element with different designs for the
frames and connecting elements, and
Figure 4 shows a sectional view in the region of a
connection between two modular elements accor-
ding to Figure 3.
According to Figure 1, each modular element 1
es~entially comprises a shell 2 with border-side bent-off
sections 2Z, shell-bearing frame profiles 3, if appro-
priate stringer profiles 4 which are connected crosswise
to said frame profiles and are intended for stiffening
the shell against buckling, and longit~ l border
profiles 5.
The frames may be configured with a Z-shaped
cross-section or hat-shaped cross-section. In the first
case, one of the Z-flanges is provided, in a known
manner, as a bearing surface for the shell of the
relevant module; in the second case, which is the one
illustrated here, the shell is placed in position on the
central flange of the hat profile. The frame-profile
flange or flanges directed away from this extend parallel
to the shell 2 at a distance away from the latter which
is determined by the profile web. These flanges can be
used at a later stage for the purpose of fastening
interior elements.
In another variant (see Figure 3), the frame
CA 0223~163 1998-04-17
profiles 3 have a closed cross-section, preferably one in
the form of a rectangular tube, at least at their ends in
the region of the parting joint which butt against the
border profiles 5.
The precisely cut-to-length, straight frame
profiles 3 may, if necessary, be processed mechanically
using suitable b~n~;ng methods, preferably in a CNC-
controlled manner, into a desired curved shape, which
later describes the outer contour or enveloping curve of
the body of the vehicle carriage in cross-section.
Hereafter, preferably by means of laser cutting, the
frame webs rnnn;ng perpendicularly with respect to the
s~hell 2 can be provided with cutouts 3B for the purpose
of reducing weight. If required, clearances 3A, approxi-
mately with the contour of the stringer profiles 4, are
cut out, in the ~3ame operation, of the later shell-facing
frame parts. Following the parallel alignments, and if
appropriate following temporary fastening, of the frame
profiles 3 on the longit-.-l;n~l border profiles 5 in a
simple supporting device, the stringer profiles 4,
r~nn;ng perpendicularly with respect to the frames, are
introduced, a~ appropriate, in the shell-side frame
clearances 3A.
As ~an be seen clearly in Figure 2, a lug 3L
still projects, in said frame clearances 3A, from the
shell-facing web or flange, and can be connected to a
flange 4F of the stringer profile 4 by stamping joining
or punch riveting, indicated here by circles. The lug 3L
is bent over slightly by the thickness of the stringer
flange 4F. This results, in the points of intersection,
in warp-free, shell-flush connections between the frames
and stringers, with the result that these - together with
the border profiles 5 - form a load-bearing framework.
Said connection~ between the frames and the
stringers can be produced very quickly and reliably using
versatile tools.
The connections between the frame profiles 3 and
the border profiles 5 of the modular elements 1, which
are in the form of panels or are also bent in the trans-
CA 0223~163 1998-04-17
verse direction, are produced with the aid of so-called
frame feet 6.
The frame feet 6 can be pushed on to the frame
ends and fastened thereon in turn, in a manner which is
not illustrated any more specifically, by cold-joinable,
highly mechanized connecting means (shaping joining or
stamping joining or punch riveting). As seen in the
longitll~; n~l direction of the frame profiles 3, they form
joinable surfaces for producing fixed connections in the
region of transition between the modules.
Since the frame-profile contour always r~m~; n~
the same within one module range, the frame feet 6, in
the respectively required design, are 8t~n~d mass-
production parts which can be produced inexpensively in
large numbers. They can be cut out precisely, for
example, as boxe8 from ~heet-metal panel8 with all the
necessary clearances by means of laser cutting and,
thereafter, bent, by cold working, into their definitive
shape, in order to achieve a high degree of
mechanization.
According to Figure 2, the frame feet 6 have a
top base 7 and a bottom base 8, the two preferably being
spaced apart in parallel planes by a distance of a few
centimetre8. The respectively bottom base 8, which is
closer to the border of a module, bear8 on the border
profile 5 and is preferably riveted thereto; this connec-
tion may be arranged centrally in the central plane of
the frame foot 6 or symmetrically on either side of the
centre of the latter.
The border profiles 5 are preferably configured
as closed rectangular glass-fibre or carbon-fibre box
profiles with a rib 5R projecting in alignment with one
of the walls. Starting from this basic shape, highly
precise mach;n;ng units are u8ed, following the operation
for cutting to the desired module length, to introduce
apertures or through-passages in the border profiles 5
one after the other. For strength reasons, it is aimed to
provide continuous carbon-fibre reinforcements predomi-
nantly in the cross-sectional regions which are not
CA 0223~163 1998-04-17
, .. ..
-- 10
interrupted by these apertures. The selected differential
construction using cold joining is combined with the
advantage that material~ can be selected as required in
accordance with strength and lightweight-construction
criteria and also different materials and semifinished
products can be freely combined at the joining locations.
The sheet-metal shell sandwiches are precisely
cut to length from the coil, adjusted to have parallel
sides and provided with the bent-off sections 2Z on the
longitl~;nAl borders. On the one hand, these stiffen the
modular elements, or the shell, on the longitn~;n~l
borders; on the other hand, once in each case two modules
have been joined together, they form a longitll~;nAl
parting-joint channel, which will be discussed in more
detail at a later ~tage in the text.
The shell 2 is then placed in position on the
shell-facing flanges or webs of the frame profiles 3.
Their bent-off borders 2Z are drawn over the rib~ 5R of
the border profiles 5. In the border region which is
sunken with respect to the actual shell contour, the
longitll~;n~l borders of the sheet metal of the shell are
connected directly to the border profiles 5 by riveting.
At the location where the border of the shell 2 is laid
over half-moon-shaped apertures 5A of the border pro-
files, it is also necessary to provide correspon~;ng
apertures in the shell; these can be introduced, using a
laser-cutting installation, during the adjustment opera-
tion. Finally, the shell 2 is preferably fastened on the
frames and stringers by flat-head punch riveting.
Once this module carcase has been completed, it
i~ possible to begin further work on the inside, because
the further construction of the carriage structure is,
once again, carried out by cold joining. Should particu-
lar interfaces (e.g. line lead-throughs or the like) be
necessary between modular elements, then these can either
be provided in the end region of the modular elements or
be realised by a suitable plug-in connection in the
parting joint. In the case of the preferred assembly
(a~d, if appropriate, di~mantling) from the out~ide, any
CA 0223~163 1998-04-17
existing interior work will not be affected in any way,
with the result that thi8 work r~m~;n~ free of restric-
tions in the region of the joints. If need be, small free
spaces will have to be provided to make it possible for
the connecting and positively locking elements to be
driven out inwards without obstruction if dismantling
should take place.
According to Figure 3 as well, each modular
element 1 of cold-joined differential construction
essentially comprises a plurality of frame profile8
5 ~sic], which bear a shell 2, and longit~~~;nAl border
profiles 5, which are to butt against one another along
a parting joint T. If re~uired, each component also
contains stringers or buckling-resistance means which are
arranged transversely with respect to the frames and
parallel to the border profiles and are to be connected
to the frame profiles and the shell in the manner
described above.
The detail shown constitutes a single frame
connection, which is to be arranged over the length of
the parting joint T as many times as corresponds to the
design load. The length of the parting joint is deter-
m; ne~ by the size of the components which are to be
connected, it being pos~ible for these, in the case of
side walls of railway passenger carriages, to have a
length of 20 m.
The abovedescribed CNC-controlled curling process
can best be carried out in a warp-free manner using
closed, symmetrical frame-profile cross-sections, 80 that
it is preferred to have a continuous rectangular tube
cross-section for the frame profiles 3, which provides,
at the same time, sufficient bearing surfaces for the
attachment of the shell and, if appropriate, of the
stringers. Clearances or holes 3C are then to be intro-
duced in the wall remote from the shell, opposite thepunch-riveting locations, in order that it is possible
for the steadies for the punch-riveting tools to be
introduced. These holes are thus located in axial align-
ment with the riveting locations.
CA 0223~163 1998-04-17
. :.
The clearances 3B in the frame-profile wall
sections or webs directed perpendicularly with respect to
the shell are designed here as triangles with rounded
corners, this resulting in the r~m~;n~er of the surface
area, optimized in terms of weight and strength, being in
the form of a latticework or trelliswork. However, in
addition to the round configuration according to Figure
1, it is also possible to provide other polygonal shapes
(e.g. trapezia, rhombu~es) for the clearances if this
appears to be expedient; the additional outlay is negli-
gible in production using laser cutting.
From the arrangement of the holes 3C in relation
to the clearances 3B, it can be seen that the riveting
locations are preferably situated in the region of those
material accumulation~ of the lateral frame webs which
are in the vicinity of the ~hell. Furth~rmore, in regions
of the frame profiles 3 which are subjected to low
loading, a specific reduction in cross-section and weight
can be achieved by fully cutting away web or wall sec-
tions, while maint~; n; ng the homogeneously closed con-
necting cross-sections at the ends. Use can be made of
welded rectangular tubes, whose longit~;n~l seam is to
be arranged on the side remote from the shell.
Once again, the border profiles 5 are box-shaped
glass-fibre or carbon-fibre profiles with a rib 5R
projecting in alignment with one of the walls. In the
region where the frame profiles and border profiles
intersect, the apertures or through-passages 5A
[lacuna] introduced in the border profiles 5 one after
the other.
Once again, frame feet 6 of modified form are
fixedly connected to the frame ends, on either side of
the parting joint T. According to Figure 4, which al~o
shows a cross-section through a preferred form of connec-
tion between the modular elements, the frame feet 6 eachhave a short collar or stub 9 which projects in the
direction of the frame and can be fitted into the closed
tube cro~s-section of the frame end. Hereupon, it is
connected to the respective frame profile 3 on a perma-
CA 0223~l63 l998-04-l7
- 13 -
nent basis by a weld seam all the way round. However, it
would also be conceivable, in another embodiment, for the
frame feet to be connected to the frame profiles 3 by
means of relatively large material overlaps, once again
using cold-joining connections. On either side of the
stub 9 or frame profile 3, it is also the case (Figure 3)
that flanges 10 with bores 11 project perpendicularly
from the frame feet 6 and are used to connect, preferably
by riveting, the frame feet 6 to the border profiles 5 on
either side of the through-passages formed therein.
Since the frame-profile contour alwayg r~m~;n~
the same within one module range, the frame feet 6, in
the respectively required design, are st~n~d mass-
production parts, and if appropriate st~n~A~d factory
parts, which can be produced inexpensively in large
numbers. They may be produced, for example, as extremely
high-precision castings.
For the parallel alignment of the frame profiles
2 ~ic] and for fa~tening the frame feet 5 [sic] on the
longitl-~;n~l border profiles 3 ~sic], it is sufficient to
use a simple supporting device in which first of all the
respective border profile and then the frame profiles can
be introduced, the apertureR 5A which have already been
formed in ~he border profile predete~;n;ng the frame
po~itions.
As can easily be seen in Figure 4, the modular
elements can be connected to one another, via the pair of
frame feet 6 in the parting joint T, by means of axially
clampable connecting elements (e.g. locking-ring bolts
with separate, press-on locking ring) 12. These are
introduced in passages of the frame feet 6, said passages
being formed from half-bl~h;ngs. The connecting elements
essentially comprise a cylindrical shank with an upset
head and the locking ring. Before production of the
connection, each locking-ring bolt additionally has a
break-off drawing shank, which is not illustrated here.
The connecting elements 12 interact with positively
locking elements 13, 14 which span the parting joint and,
when the connecting elements are clamped axially, produce
CA 0223~163 1998-04-17
- 14 -
a high prestressing force in the parting joint by virtue
of a wedge action.
The projecting set heads and locking rings of the
connecting elements are acc~mm~AAted between the modules,
S in a sunken manner with respect to the shell contour as
a whole, in the channel formed between the ribs 5R of the
border profiles 5 by the border-side bent-off sections 2Z
of the shell 2. Last of all, they are covered over by a
covering profile 15 (as is indicated here by double
chain-dotted lines, and preferably having a U-shaped
cross-section) which closes the channel flush with the
surface of the shell. The covering profile 15 itself may
provide a further contribution to stabilising the parting
joint between the modules against longit~;nAl sheering,
in that it fits preci~ely into the parting-joint channel
and its legs are adhesively bonded to the abutting bent-
off parts of the shell sheet metal. If required, it may
also be combined with a gutter in the region of transi-
tion from the roof to the side wall.
In dependence on the length of the parting joint,
a plurality of connecting points according to Figure 4
are formed, as has already been mentioned, and these
connect to one another the ends of two abutting frame
sections. Overall, in the case of a carriage body or
large container, these can be used to form peripheral
annular frames which run parallel at predetermined
distances from one another. In the case of passenger-
carriage bodies, the distance between the frames is
influenced e~sentially by the window separation; it is
not u~ually possible here to provide uniform distances;
rather two frames are always provided on the borders of
a window pillar which is narrower than the window cutouts
enclosing it.
It is possible to arrange, in the parting-joint
plane in the regions between the abovementioned frame-
foot connections, yet further positively locking elements
(not shown here), which, in the flux of force along the
parting-joint plane, can absorb sheering forces, and if
appropriate, also buckling forces directed tran8ver8ely
~ CA 0223~163 1998-04-17
with respect to the latter. In the abovementioned pas~en-
ger-carriage bodies, these are preferably to be arranged
in the region beneath and above the window cutouts.
Between the abovedescribed connecting locations,
it i8 possible for further cutouts to be formed in the
border profiles 5, these cutouts, in the simplest ca~e,
having approximately semicylindrical outlines and
together in pairs circumscribing a further passage - with
a free gap - in the parting-joint plane. A ~urther, for
example essentially cylindrical, po~itively locking
element, which bears, at its ends, on the wall webs of
the cut-out border profiles 5, may then be inserted in
this passage. This achieves an additional support against
sheering along the parting joint T. During dismantling,
the insert element can simply be driven out. If it has an
enlarged diameter within the free box space of the border
profiles 5, its end-side collars could additionally
support the border profiles against sheering forces. Such
a ~orm, however, will only be used, where, during dis-
mantling, the components connected thereto do not have tobe drawn out perpendicularly with respect to the main
surface.
If, then, a body of the abovedescribed construc-
tion is to be dismantled, or an individual component is
to be released from the interconnected arrangement, for
example for repair purposes, then, once the covering
strip has been removed, the locking rings have to be
destroyed.
Thereafter, the locking-ring bolt 12 can be
driven out inwards from the passage in the direction of
its upset head. If this is carried out at all the joining
locations of a modular component, then the latter can be
drawn out by suitable means perpendicularly with respect
to the direction in which its surface area extends. Of
course, suitable supporting measures have to be taken
within the body beforehand.
It is thus also possible in a short period of
time, to install a new component, of corresponding
~imen~ion8~ in place of an old component which may, for
CA 02235163 1998-04-17
example, be in need of repair. In this manner, a vehicle
which, for example after slanting collision, has only
sustained slight sheet-metal damage can be brought back
into circulation more quickly than has been po~sible with
the conventional repair method~.
