EP1987999B1 - Carénage pour un véhicule, notamment ferroviaire - Google Patents

Carénage pour un véhicule, notamment ferroviaire Download PDF

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Publication number
EP1987999B1
EP1987999B1 EP08103340.9A EP08103340A EP1987999B1 EP 1987999 B1 EP1987999 B1 EP 1987999B1 EP 08103340 A EP08103340 A EP 08103340A EP 1987999 B1 EP1987999 B1 EP 1987999B1
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EP
European Patent Office
Prior art keywords
vehicle
section
fairing
transition region
weakening
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP08103340.9A
Other languages
German (de)
English (en)
Other versions
EP1987999A3 (fr
EP1987999A2 (fr
Inventor
Klaus-Dieter Franze
Heinz Klamka
Jan Prockat
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102007027591A external-priority patent/DE102007027591A1/de
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP1987999A2 publication Critical patent/EP1987999A2/fr
Publication of EP1987999A3 publication Critical patent/EP1987999A3/fr
Application granted granted Critical
Publication of EP1987999B1 publication Critical patent/EP1987999B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/005—Construction details of vehicle bodies with bodies characterised by use of plastics materials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • 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
    • B61D17/06—End walls

Definitions

  • the present invention relates to a vehicle trim, in particular for a rail vehicle, with at least one trim element, wherein the trim element at least forms part of the shell of a vehicle, in particular the outer shell of a vehicle, and the cladding element is at least partially constructed of at least one composite structure. Furthermore, the invention relates to a vehicle with such a vehicle trim, a component set for the outer lining of a vehicle and a repair method for a vehicle trim.
  • the European "High Speed Rail TSI under Council Directive 96/48 / EC” sets out different crash scenarios and requirements that rail vehicles must meet for their admission to public transport.
  • collision of similar rail vehicles collision of the rail vehicle with a freight train and collision of the rail vehicle with a transverse truck or deformable obstacle
  • the deformation of the rail vehicle and thus the energy absorption in the event of a crash limited to a specially provided front (possibly provided with appropriate crash energy absorbers) crash section and thereby penetrate no larger items in the cab of the rail vehicle, which could otherwise endanger the driver.
  • the damaged part of the shell is usually cut away, so that a clean connection area for a replacement component is formed, which then replaces the removed part of the shell.
  • This replacement component is connected to the remaining part of the shell (in the case of a fiber composite structure, for example, glued and provided with a joint layer spanning the joint layer) and then treated the resulting surface accordingly (grinding, painting, etc.).
  • the present invention is therefore based on the object to provide a vehicle trim, a vehicle, a component set and a repair method of the type mentioned above, which do not have the disadvantages mentioned above or at least to a much lesser extent and in particular in a predeterminable crash scenario a allow easy and quick repair of the vehicle trim.
  • the present invention solves this problem starting from a vehicle trim according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that in a predefinable crash scenario, a simple and quick repair of the vehicle trim allows, if in the vehicle trim a predetermined breaking point is provided, in the area of the vehicle trim fails in the event of a crash defined.
  • the defined failure has the advantage that in the area of the predetermined breaking point the uncontrolled crack propagation can be interrupted or channeled into a controlled crack propagation in the region of the predetermined breaking point.
  • the provision of the predetermined breaking point allows an economical provision of prefabricated replacement components, since it can be assumed that the vehicle trim fails only to the predetermined breaking point. For repair then only the damaged part must be removed to the breaking point or possibly only slightly beyond this to achieve a clean connection area on the intact part of the vehicle trim.
  • the replacement component may already have the appropriate connection dimensions, so that only the intact part of the connection area is to be established.
  • the design of the predetermined breaking point itself may optionally provide a sufficiently precise guide element for the tools used to create the connection area.
  • the predefinable crash scenario or the predefinable crash case usually represents the extreme case to which the structure of the vehicle, in particular its energy dissipation system, is designed and prevail in the passenger and vehicle still acceptable conditions.
  • This scenario may, for example, vary from state to state or from operator to operator, but is exactly predetermined for each vehicle of the corresponding standards or operating regulations.
  • the invention therefore relates to a vehicle trim, in particular for a rail vehicle, according to claim 1 with at least one cladding element, wherein the cladding element forms at least a part of the shell of a vehicle, in particular the outer shell of a vehicle, and the cladding element at least partially from at least one composite structure, in particular one Fiber composite structure is constructed.
  • the cladding element has at least a first portion and an adjacent second portion. Furthermore, the cladding element is weakened at least in a transition region between the first portion and the second portion relative to the first portion designed such that in a predetermined crash situation in the transition region a defined failure of the cladding element takes place.
  • the transition region with its weakening can be made in any suitable manner. For example, it can be made by connecting two partial elements initially separate in this area, in particular by gluing them together, the weakening in this area being specifically produced by the connection. For example, here consciously a connection, for. As a bond, with respect to the first portion of reduced flexural rigidity and / or shear strength, etc. are selected to achieve a defined failure of the connection in the event of a crash at a given load.
  • the weakening is provided within a continuous composite structure.
  • the weakening can be achieved simply by constructing the first section and the second section differently, so that they have different bending stiffness, different shear strength, different breaking strength, etc.
  • the transition between the two differently constructed sections can then also be designed so that in the transition region results in a high notch effect, so that it comes in the event of a crash by the stress concentration in this transition region to a defined failure.
  • the first section and the second section are of identical construction and only a corresponding weakening is provided in the transition region.
  • the only relevant factor is that a corresponding notch effect is present in the region of the weakening, so that in the event of a crash, the stress concentration in the region of the weakening leads to a defined failure of the cladding element.
  • the weakening need not be achieved by reducing the wall thickness of the cladding element. Rather, if appropriate, such a notch effect can also be achieved by increasing the wall thickness of the cladding element.
  • the composite structure in the transition region to a structural weakening can be made in any suitable manner.
  • any defects can be built into the composite structure to achieve structural weakening.
  • the composite structure may be any composite structure from which paneling elements for vehicles are made.
  • it may be a composite structure of several layers of identical or different materials.
  • a composite structure with at least one cover layer of metal and / or plastic and further layers of metal and / or plastic and / or other suitable materials may be used.
  • any foam elements and / or honeycomb elements in each case made of metal and / or plastic
  • at least one of the cover layers and at least one of the further layers may be integrally connected to one another.
  • a metal or plastic element may be provided which has a closed surface but an open and / or closed-pore core region.
  • the present invention can be used particularly advantageously in connection with fiber composite structures which are at least partially constructed from a fiber composite material, since the adverse uncontrolled propagation of cracks can be particularly pronounced in these materials.
  • the composite structure is made up of a plurality of structural layers and at least one of the structural layers is interrupted to form the structural weakening.
  • a weakening element is integrated into the composite structure, in particular laminated in this to form the structural weakening.
  • the weakening element can be designed so that it generates in the otherwise continuous layer structure only a voltage deflection with a correspondingly high notch effect and resulting stress concentration, which leads to a defined failure in this area in the event of a crash.
  • the weakening element can interrupt, for example, one or more layers of the composite structure.
  • the weakening element itself represents a weakening in the composite of the cladding element.
  • the composite structure has a first shear strength outside the transition region.
  • the weakening element and / or the connection between the weakening element and an adjacent section of the composite structure have a second shear strength, the second shear strength being less than the first shear strength. The defined failure is accordingly then initiated in the region of the bond between the weakening element and the adjacent parts of the composite structure or additionally or alternatively within the weakening element itself.
  • the weakening element can be designed as a solid component. Likewise, however, the weakening element may also be a body having one or more cavities. Finally, it can also be provided that the weakening element is not a physical element, but merely a cavity which has been produced in a suitable manner within the composite structure.
  • the type of weakening may be chosen in any suitable manner. Preferably, it is selected according to the type of load case or stress state to be expected in the transition region in the event of a crash. Thus, for example, a reduction in the shear strength in the transition region may be provided if, in the event of a crash, mainly a shear stress in the transition region is to be expected.
  • the cladding element is a planar element and the cladding element in the first section has a first bending stiffness about a bending axis and in the transition region has a second bending stiffness about the bending axis, wherein the bending axis lies in a plane, which runs perpendicular to a surface normal of the cladding element in the transition region.
  • the weakening is achieved here by the fact that the first bending stiffness is greater than the second bending stiffness.
  • the difference in the flexural rigidity can be selected in any suitable manner, in particular as a function of the load to be expected in the event of a crash.
  • the second bending stiffness is at most 80%, preferably at most 60%, more preferably from about 40% to 50%, of the first flexural rigidity.
  • the weakening can be provided only in the transition region. In other variants of the invention, however, it can also be provided that the entire second section is weakened relative to the first section. Accordingly, in certain variants of the vehicle trim according to the invention, the cladding element in the second section on a third bending stiffness about the bending axis, which is less than the first bending stiffness.
  • the third bending stiffness may optionally correspond to the second bending stiffness. But it can also be below or above the second bending stiffness.
  • transition region may be sufficient to provide the transition region only in sections, as long as it is ensured that then in the other areas a defined failure occurs and it does not come to an uncontrolled crack propagation or the like in the first section. In other words, it may suffice that the transition region fulfills a trigger function for a defined failure.
  • Reliable, defined failure can be achieved in a simple manner when the transition region extends substantially through the entire cladding element so that there is a clear separation between the first section and the second section at each location.
  • the position of the transition region may be chosen in any suitable manner.
  • the transition region is arranged where, in the event of a crash, the limit lies to the region which is destroyed by the expected penetration of a crash partner in each case. In this way, it can be ensured that only the part that would have been destroyed by the crash partner penetrating into the vehicle structure in the event of a crash anyway has to be replaced.
  • the cladding element is provided for mounting in an end region of a vehicle structure, wherein in the end region at least one impact energy absorbing element is attached with its one end to the vehicle structure.
  • the impact energy dissipation element is designed to consume impact energy in the predefinable crash situation while displacing its other end along the longitudinal direction of the vehicle structure into an end position.
  • the transition region is arranged in the longitudinal direction of the vehicle structure in the region of the end position.
  • shock energy consumption elements are generally provided on a vehicle, which are designed in such a crash case that (possibly with a certain safety factor) at the end of their nominal displacement, ie in their final position, the entire impact energy is absorbed and no further penetration of the collision partner more is expected in the structure of the vehicle.
  • the transition region can be arranged directly at the height of the end position of the impact energy dissipation element.
  • an expected geometry of the collision partner or an expected damage geometry are taken into account, so that the transition region does not necessarily have to run in a plane perpendicular to the vehicle longitudinal axis, but also may have a suitably curved course.
  • the transition region in the longitudinal direction of the vehicle structure is preferably arranged behind the end position in order to achieve a certain degree of certainty that destruction of the vehicle trim beyond the transition region does not occur due to unfavorably deformed and thus protruding areas of the impact partner.
  • a cascaded failure scheme is provided with a plurality of transition areas arranged one behind the other in the impact direction, so that in a collision with lower impact energy (than in the predeterminable crash situation) takes place only in one or more front transition areas, while one or more behind in shock direction lying transition areas remain intact.
  • the weakening may be chosen to be different degrees in the respective transition region to ensure that a transition region closer to the impact-side vehicle end fails earlier than a transition region further away from it. Such a gradation of the weakening can also be absent, if, for example, over the Crack propagation in the vehicle trim ensures that always first the currently most forward transition area fails.
  • the cladding element has at least one third section adjacent to the second section, and the cladding element is designed such that it weakened relative to the second section at least in a further transition area between the second section and the third section, that in the predeterminable crash situation in the further Transition area a defined failure of the cladding element takes place.
  • the further transition region is then arranged between the second section and the third section in the longitudinal direction of the vehicle structure in front of the transition region between the first section and the second section.
  • the transition region is preferably arranged such that the part of the cladding to be replaced after a collision is kept as small as possible.
  • the trim element is provided for mounting in an end region of a vehicle structure, wherein the vehicle structure provided in the predeterminable crash situation for energy absorption by deformation front section and in the longitudinal direction adjoining, in the predeterminable crash situation substantially undeformed rear Section has.
  • the transition region between the first section and the second section is then arranged in the region of the transition between the front section and the rear section for this purpose.
  • the transition region has a course which is adapted to an expected destruction zone due to the penetration of a collision partner into the vehicle trim.
  • the transition region is not or not exclusively arranged in a direction perpendicular to the longitudinal axis of the vehicle plane. Rather, the transition region may extend at least in sections in a plane inclined in a longitudinal axis of the vehicle. Likewise, at least in some sections, it may have a design that is curved at least in sections in a side view of the vehicle structure.
  • the present invention relates to a vehicle having a vehicle trim according to the invention with the features described above.
  • a vehicle having a vehicle trim according to the invention with the features described above.
  • the present invention relates to a component set for the outer lining of a vehicle, in particular a rail vehicle, comprising a vehicle trim according to the invention (with the features described above) and at least one replacement element, wherein the replacement element simulates the second section of the trim element and is designed to replace the second portion of the trim element in the event of damage to the trim element.
  • a component set for the outer lining of a vehicle, in particular a rail vehicle, comprising a vehicle trim according to the invention (with the features described above) and at least one replacement element, wherein the replacement element simulates the second section of the trim element and is designed to replace the second portion of the trim element in the event of damage to the trim element.
  • the replacement element may be designed in any suitable manner.
  • the replacement element simulates the transition region to ensure that the repaired vehicle in turn has the advantageous failure behavior of the original vehicle trim in a further crash.
  • the component set is suitable for the case of a cascaded failure scheme, i. H. a design having a plurality of spaced in the vehicle longitudinal direction transition areas, a plurality of different exchange elements may be formed, which are designed for the replacement in the event of failure in the region of different transition areas. If, for example, three transitional areas spaced apart in the vehicle longitudinal direction are provided, then three different exchange elements can be provided.
  • the present invention relates to a repair method for a vehicle trim panel according to the invention (having the features described above) in which the destroyed second portion of the trim panel is replaced.
  • the transition region is removed from the cladding element and a replacement element attached to the first portion of the cladding element, wherein the exchange element replicates the second portion of the cladding element and the transition region.
  • the transition area can be used as a reference for the work on the undamaged part of the panel to easily create a defined interface for the replacement element. Therefore, when removing the transition region, a surface of the transition region is preferably used as a guide surface for a tool.
  • This tool can on the one hand be a marking tool with which the position to be machined is marked on the undamaged part of the lining. Likewise, however, it may also be directly a tool that is directly processed in the undamaged part of the panel to create the connection area for the replacement element.
  • FIGS. 1 to 5 a preferred embodiment of a vehicle according to the invention in the form of a rail vehicle 101 described, which comprises a vehicle structure 102 and a car body 103 with a preferred embodiment of the vehicle trim 104 according to the invention.
  • the vehicle trim panel 104 forms the outer shell of a head module 101.1 of the vehicle 101 at one end 101.2 of the vehicle 101.
  • the vehicle trim panel 104 comprises a trim element 105, which has connection profiles 106 and 107 attached thereto at the (in FIG FIG. 1 not shown) further car body structure and the vehicle structure 102 is attached.
  • the cladding element 105 is a multi-curved, monolithic component in fiber composite construction, which forms apart from the window surfaces substantially the entire outer shell of the head module 101.1.
  • the cladding element 105 a number of predetermined breaking points 108 to 111, which are arranged spaced apart in the direction of the vehicle longitudinal axis 101.3.
  • the predetermined breaking points 108 to 111 each extend as a continuous line through the entire cladding element 105 therethrough.
  • the predetermined breaking point 108 extends in a direction perpendicular to the vehicle longitudinal axis 101.3 plane, while the other predetermined breaking points 109 to 111 each in the in FIG. 1 shown side view, at least in its upper region one to the front have curved course in order to take into account the expected destruction geometry at different high impact energies and thus different levels of penetration of the expected collision partner.
  • the vehicle trim 104 fails defined in the region of the predetermined breaking points 108 to 111.
  • a cascaded failure of the predetermined breaking points 108 to 111 ie it fails first the foremost breaking point 111. Penetrates the collision partner on the foremost breaking point 111th out into the structure of the vehicle 101, as defined next defines the nearest predetermined breaking point 110. This cascaded failure may continue until finally the rearmost breaking point 108 fails.
  • the defined failure in the region of the predetermined breaking points 108 to 111 on the one hand has the advantage that in the region of the respective predetermined breaking point 108 to 111, the uncontrolled crack propagation is interrupted or channeled into a controlled crack propagation in the region of the predetermined breaking point.
  • the damage is limited to the area of the vehicle trim 104 lying on the collision side of the predetermined breaking point 108 to 111, so that no unnecessary, extensive damage to the vehicle trim 104 occurs.
  • the provision of such predetermined breaking points 108 to 111 allows an economical Vorhalten of prefabricated replacement components, since it can be assumed that the vehicle trim 104 fails according to the respective impact energy only up to the predetermined breaking point, which penetrates the furthest into the structure of the vehicle 101 part the impact partner 112 is closest. Parts of the vehicle trim 104 lying further to the rear, in particular predetermined breaking points located further to the rear, remain intact. For repair then, as will be explained in more detail below, only the damaged part must be removed to the area of the predetermined breaking point, which has failed last and is therefore located furthest back to a clean connection area on the intact part of the vehicle trim 104 achieve.
  • the cladding element 105 has a first portion 105.1 and an adjacent second portion 105.2, which merge into each other in a transition region 105.3.
  • the cladding element 105 is constructed as a fiber composite structure with two cover layers 105.4 and 105.8 and a plurality of intermediate layers 105.5 to 105.7.
  • the predetermined breaking point 108 is achieved by a targeted structural weakening of the fiber composite structure of the cladding element 105 in the transition region 105.3.
  • the two intermediate layers 105.4 and 105.6 are interrupted by an elongated weakening element 113, which is laminated into the fiber composite structure and extends over the entire length of the predetermined breaking point 108.
  • the weakening element 113 consists on the one hand of a material which has a lower modulus of elasticity than the adjacent layers 105.4 to 105.8, so that alone thereby a reduction of the bending stiffness of the cladding element 105 by one in the direction of (in FIG. 2 approximately perpendicular to the plane extending) longitudinal axis of the weakening element 113 extending bending axis is achieved.
  • the bending axis lies in a plane that runs perpendicular to the surface normal N of the cladding element 105 in the first transition region 105.3. Additionally or alternatively, by a suitable choice of the properties of the contact surface of the weakening element to the adjacent layers 105.4 to 105.8, a reduction of the bending stiffness of the cladding element 105 can be achieved.
  • the described configuration not only brings about the described reduction of the bending stiffness in the transition region 105.3, but also the compressive rigidity in the plane of the cladding element 105 is reduced by the weakening element 113.
  • the cladding element 105 is slightly inclined to the impact direction, so that the cladding element 105 is claimed in the event of a crash mainly on pressure and bending. Due to the reduced bending stiffness and compressive rigidity of the lining element 105 in the first transition region 105.3, in the event of a crash, as soon as the destruction zone reaches the second section 105.2, a correspondingly strong notch effect or stress concentration is achieved in the first transition region 105.3, which leads to the defined premature failure in this transitional region 105.3 leads.
  • the weakening element 113 corresponds to the bending stiffness or compressive stiffness of the Cladding element 105 in the front, second section 105.2 of the first bending stiffness or compressive stiffness of the cladding element 105 in the rear, first section 105.1.
  • the second bending stiffness or pressure stiffness of the cladding element 105 in the transition region is approximately 60% of the first bending stiffness or compressive rigidity.
  • the weakening of the cladding element can be adapted to the geometry of the cladding element and thus to the respective load case. If, for example, the cladding element runs parallel to the vehicle longitudinal axis, so that it is mainly to be expected that there will be a pure pressure load in the transition region, then the weakening can be adapted to ensure a defined failure.
  • the weakening of the cladding element 105 in the transition region 105.3 and the resulting defined failure of the cladding element 105 in this transitional region 105.3 prevents the loads acting in the crash, which are initially introduced into the second section 105.2 located further to the front, from hindering freely further behind lying first portion 105.1 of the cladding element 105 are forwarded.
  • the crack propagation is also channeled so that substantially no uncontrolled crack propagation into the first section 105.1 occurs.
  • the weakening of the cladding element 105 in the transition region 105.3 the introduction of force in the rear, first section 105.1 in the event of a crash interrupted by the defined failure in the transition region 105.3 early, so that the first portion 105.1 remains undamaged, as long as no part of the collision partner 112th enters the first section 105.1.
  • the head module 101.1 has a front section 101.4 and a rear section 101.5 adjacent thereto in the region of the first transition region 105.3 in the longitudinal direction (x direction).
  • the front section 101.4 is provided to absorb as much impact energy as possible in a given frontal crash situation, that is to say in the case of a frontal impact of the vehicle 101 on an obstacle, by defined deformation.
  • it has a number of specially designed crash absorbers 114 designed for this frontal crash situation.
  • crash absorbers 114 fastened to the vehicle structure 102 with one end 114.1 receive impact energy, for example, due to deformation. This will be their free end 114.2 into one (in FIG. 1 displaced by the dashed contour 114.3 indicated) end position is shifted in which their capacity for absorbing energy is substantially exhausted.
  • the structure of the rear section 101.5 which comprises a sufficiently large part of the driver's cab of the vehicle 101, is designed such that in the given frontal crash situation in which the vehicle 101 is subject to given boundary conditions (for example by a standard similar to the aforementioned TSI) meets a defined obstacle, in any case (eg in any crash scenario of this standard) provides sufficient survival space for the driver in the event of a crash.
  • the first transition region 105.3 between the first section 105.1 and the second section 105.2 lies slightly in the vehicle longitudinal direction behind the parting plane between the front section 101.4 of the car body deformed in the event of a crash and the rear section 101.5 which is not substantially deformed in the event of a crash.
  • the end position 114.3 of the crash absorber 114 is also located, since these are designed as mentioned for the given frontal crash situation.
  • This arrangement of the transition region 105.3 ensures that the first section 105.1 of the cladding element is not impaired even in the predetermined crash case (representing an extreme case of a collision).
  • FIG. 3 shows the part of the trim element 105 FIG. 2 after a crash while the FIG. 4 this part after the preparation of a connection area for a replacement element 115 shows.
  • the damaged part of the vehicle trim 104 is now removed along a cutting line 116.
  • the section line 116 lies in the vehicle longitudinal direction behind the transition region 105.3, so that this is also removed.
  • any suitable tools may be used to remove the damaged front part.
  • the (in FIG. 3 only indicated by a dashed contour) weakening element 113 is removed and the resulting surface 105.9 is used as a guide surface for a tool, such as a cutting tool, with which the in FIG. 4 illustrated first Pad 105.10 is produced on the undamaged rear part of the cladding element 105.
  • a tool such as a cutting tool
  • the exchange element 115 has a second pad 115.1, the first pad 105.10 in the repair in the in FIG. 4 assigned manner shown.
  • FIG. 5 it can be seen which in the FIGS. 2 to 4 The gap between the first connection surface 105.10 and the second connection surface 115.1 is closed by a suitable laminate structure 117, so that a sufficiently strong bond between the undamaged part of the lining element 105 and the exchange element 115 is produced and the part of the cladding element 105 in the repaired state intended function of the vehicle trim 104 after a corresponding surface treatment (grinding, painting, etc.) is restored.
  • the replacement element 115 forms the removed part of the lining element 105 in its undamaged state.
  • the exchange element 115 next to the layer structure of the output member 105, inter alia, again a transition region 115.2 with a weakening element 113, which forms the predetermined breaking point 108 in the event of a crash even in the repaired vehicle trim 104.
  • This not only has the advantage of the above-described advantageous failure behavior, but it is also achieved that the connection structure 117 is kept free of unfavorable loads, so that it is not affected in the event of a crash.
  • connection structure targeted as weakening in the sense of the present invention.
  • connection structures can also be provided, from the outset or after a repair to use such a connection structure targeted as weakening in the sense of the present invention.
  • the respective connection structure and / or its connection with the adjoining parts is then correspondingly weakened relative to the adjacent parts of the cladding element in order to form the desired breaking point in the event of a crash.
  • predetermined breaking point 108 The design just described for forming the predetermined breaking point 108 is used in a similar manner for the other predetermined breaking point 109 to 111. Consequently, therefore, a second transition region between the second section 105.2 and the third section 105.11 of the cladding element 105 adjoining thereto is provided for the predetermined breaking point 109.
  • the weakening in the respective transition region can be chosen to be different, to ensure that a predetermined breaking point closer to the vehicle end 101.2 (for example, the predetermined breaking point 111) fails earlier than a predetermined breaking point (for example the breakaway point) Predetermined breaking point 110).
  • a gradation of the weakening can also be absent if, for example, it is ensured via the propagation of cracks in the vehicle paneling that always first the currently furthest forward transitional area fails.
  • the cladding element according to the invention has been described in the present example by means of a fiber composite element 105, which forms part of the outer shell of the vehicle 101. It is understood, however, that in other variants of the invention, the cladding element according to the invention can additionally or alternatively also form part of the inner shell of the vehicle.
  • the cladding element 105 may be formed in other variants of the invention as otherwise designed composite structure.
  • one of the cover layers 105.4 and 105.8 may be formed of a metallic material.
  • one of the intermediate layers 105.5 to 105.7 may be made of a metallic material, for example a metal foam or a honeycomb material made of metal, and / or of a plastic, for example a plastic foam or a honeycomb material made of plastic. It then goes without saying that appropriate material-appropriate joining techniques are then used for the repair.
  • FIGS. 1 and 6 Another preferred embodiment of the vehicle trim 204 according to the invention described which the vehicle trim 104 from the FIGS. 1 to 5 can replace.
  • the in FIG. 6 shown section corresponds to the in the FIGS. 2 to 5 illustrated section.
  • the vehicle panel 204 basically corresponds in construction and mode of operation to the vehicle panel 104 from the first exemplary embodiment, so that only the differences should be discussed here.
  • the difference to the vehicle trim 104 here consists only in the design of the attenuation element 213, which in turn is arranged in the transition region 205.3 between the first section 205.1 and the second section 205.2, as well as the resulting deviating design of the trim element 205.
  • the weakening element 213 has a trapezoidal cross-section, which leads in the event of a crash, above all to the legs 213.1 and 213.2, to a shear stress on the connection to the adjacent intermediate layers 205.5 and 205.6 of the cladding element 205.
  • a corresponding weakening of the cladding element 205 can be achieved.
  • a corresponding weakening can also be achieved in turn via a suitable choice of the modulus of elasticity of the weakening element 213 or a shear strength of the weakening element 213 reduced with respect to the shear strength of the first section 205.1.
  • FIGS. 1 and 7 Another preferred embodiment of the vehicle trim 304 according to the invention described, the vehicle trim 104 from the FIGS. 1 to 5 can replace.
  • the in FIG. 7 shown section corresponds to the in the FIGS. 2 to 5 illustrated section.
  • the vehicle panel 304 basically corresponds in construction and mode of operation to the vehicle panel 104 from the first exemplary embodiment, so that only the differences should be discussed here.
  • the difference to the vehicle trim 104 is here on the one hand in the design of the attenuation element 313, which in turn is arranged in the transition region 305.3 between the first section 305.1 and the second section 305.2 and serves to form the predetermined breaking point 108.
  • the weakening element 313 is designed here as a hollow body, which accordingly brings about a comparatively strong weakening of the cladding element 305.
  • the weakening element 313 is not an independent physical body but only a cavity that is formed within the structure of the cladding element.
  • the cladding element 305 from the outset of two or more parts 318, 319 is constructed, which are firmly connected to each other in the manufacture of the cladding element 305 at a joint 320.
  • the joint in the region of the joint 320 is preferably non-destructive to solve in order to achieve an easy to manufacture, permanently solid composite. This is preferably a bond, for example.
  • This variant has the advantage that for the repair of the vehicle trim 304, which is defined in the region of the predetermined breaking point 108, simply the connection in the area of the joint 320 can be achieved.
  • the components 318 that are already used to produce the trim element 305 in its undamaged initial state can be used as a replacement element, so that no production of separate replacement elements is required.
  • FIGS. 1 and 8th Another preferred embodiment of the vehicle trim 304 according to the invention described, the vehicle trim 104 from the FIGS. 1 to 5 can replace.
  • the in FIG. 8 shown section corresponds to the in the FIGS. 2 to 5 illustrated section.
  • the vehicle trim 404 basically corresponds in construction and mode of operation to the vehicle trim 104 from the first exemplary embodiment, so that only the differences should be discussed here.
  • the difference to the vehicle trim 104 is here in the design of the transition region 405.3, which is provided between the first portion 405.1 and the second portion 405.2 and the predetermined breaking point 108 is formed. Unlike the previous embodiments, no separate attenuation element is provided here. Rather, a comparatively sharp cross-sectional reduction of the lining element 405 is provided here to form the weakening in relation to the first section 405.1, in that the two intermediate layers 405.5 and 405.6 terminate abruptly in this area.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)

Claims (15)

  1. Carénage de véhicule, en particulier pour un véhicule ferroviaire, comprenant
    - au moins un élément de carénage (105; 205; 305; 405), dans lequel
    - l'élément de carénage (105; 205; 305; 405) forme au moins une partie de la coque d'un véhicule (101), en particulier l'enveloppe extérieure d'un véhicule (101),
    - l'élément de carénage (105; 205; 305; 405) est au moins partiellement construit d'au moins une structure composite, notamment une structure composite en fibres, et
    - l'élément de carénage (105; 205; 305; 405) a au moins une première section (105.1; 205.1; 305.1; 405.1) et une seconde section (105.2; 205.2; 305.2; 405.2) adjacente,
    caractérisé en ce que
    - l'élément de carénage (105; 205; 305; 405), dans au moins une zone de transition (105.3; 205.3; 305.3 ; 405.3) entre la première section (105.1; 205.1; 305.1; 405.1) et la seconde section (105.2; 205.2; 305.2; 405.2) formée comme lieu de rupture prédéterminé, est formé affaibli par rapport à la première section (105.1; 205.1; 305.1; 405.1) de telle sorte que, dans une situation de collision prédéterminable, une défaillance définie de l'élément de carénage (105; 205; 305; 405) a lieu dans la zone de transition (105.3; 205.3; 305.3; 405.3) pour éviter une propagation de fissure incontrôlée entrant la première section (105.1; 205.1; 305.1; 405.1).
  2. Carénage de véhicule selon la revendication 1, caractérisé en ce que
    - l'élément de carénage (105; 205; 305; 405), dans la zone de transition (105.3; 205.3; 305.3; 405.3), a une structure composite s'étendant a partir de la première section (105.1; 205.1; 305.1; 405.1) dans la deuxième section (105.2; 205.2; 305.2; 405.2), et
    - la structure composite, au moins dans la zone de transition (105.3; 205.3; 305.3; 405.3), est formée affaiblie par rapport à la première section (105.1; 205.1; 305.1; 405.1),
    - la structure composite, dans la zone de transition (105.3; 205.3; 305.3; 405.3), en particulier ayant un affaiblissement structurel.
  3. Carénage de véhicule selon la revendication 2, caractérisé en ce que
    - la structure composite est formée d'une pluralité de couches structurelles (105.4 à 105.8; 205.4 à 205.8; 405.4 à 405.8), et
    - au moins une des couches structurelles (105.5, 105.6, 205.6, 405.5, 405.6) est interrompue pour former l'affaiblissement structurel, dans lequel
    - pour former l'affaiblissement structurel, en particulier, un élément d'affaiblissement (113; 213; 313) est intégré, en particulier laminé, dans la structure composite.
  4. Carénage de véhicule selon la revendication 3, caractérisé en ce que
    - la structure composite, à l'extérieur de la zone de transition (205.3), présente une première résistance au cisaillement et,
    - l'élément d'affaiblissement (213) et/ou la liaison entre l'élément d'affaiblissement (213) et une partie adjacente de la structure composite présente une seconde résistance au cisaillement
    - la seconde résistance au cisaillement étant inférieure à la première résistance au cisaillement.
  5. Carénage de véhicule selon la revendication 3, caractérisé en ce que l'élément d'affaiblissement (313) est formé par au moins une cavité dans la structure composite.
  6. Carénage de véhicule selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - l'élément de carénage (105; 205; 305; 405) est un élément planaire, et
    - l'élément de carénage (105; 205; 305; 405), dans la première section 105.1; 205.1; 305.1 ; 405.1) présente une première rigidité à la flexion autour d'un axe de flexion, et, dans la zone de transition 105.3; 205.3; 305.3; 405.3, présente une deuxième rigidité en flexion autour de l'axe de flexion, dans lequel
    - l'axe de flexion se trouve dans un plan qui est perpendiculaire à une normale à la surface de l'élément de carénage (105; 205; 305; 405) dans la zone de transition (105.3; 205.3; 305.3; 405.3), et
    - la première rigidité à la flexion étant supérieure à la seconde rigidité à la flexion, dans lequel
    - la seconde rigidité à la flexion, en particulier, au plus est 80%, de préférence au plus est 60%, plus préférablement est environ 40% à 50%, de la première rigidité à la flexion.
  7. Carénage de véhicule selon la revendication 6, caractérisé en ce que l'élément de carénage (405), dans la seconde section (405.2), a une troisième rigidité à la flexion autour de l'axe de flexion qui est inférieure à la première rigidité à la flexion.
  8. Carénage de véhicule selon l'une quelconque des revendications précédentes, caractérisé en ce que la zone de transition (105.3; 205.3; 305.3; 405.3) s'étend sensiblement complètement à travers l'élément de carénage (105; 205; 305; 405).
  9. Carénage de véhicule selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - l'élément de carénage (105; 205; 305; 405) est configuré pour être monté dans une région d'extrémité (101.2) d'une structure de véhicule (102), dans lequel,
    - dans la partie d'extrémité (101.2), au moins un élément d'absorption d'énergie de choc (114) est fixé par sa une extrémité (114.1) à la structure de véhicule (102),
    - l'élément d'absorption d'énergie d'impact (114) est adapté pour consommer, dans la situation de collision prédéterminée, de l'énergie de choc en déplaçant son autre extrémité (114.2) le long de la direction longitudinale de la structure du véhicule (102) dans une position finale (114.3) et
    - la zone de transition (105.3; 205.3; 305.3; 405.3), dans la direction longitudinale de la structure du véhicule (102), est située dans la région de la position d'extrémité (114.3), dans lequel
    - la zone de transition (105.3; 205.3; 305.3 ; 405.3), dans la direction longitudinale de la structure du véhicule (102), en particulier, est située derrière la position finale 114.3).
  10. Carénage de véhicule selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - l'élément de carénage (105) au moins une troisième section (105.11) située adjacente à la seconde section (105.2), et
    - l'élément de carénage (105), dans au moins une autre zone de transition entre la seconde section (105.2) et la troisième section (105.11), est formé affaibli par rapport à la seconde section (105.2) de telle sorte que, dans la situation de collision prédéterminable, une défaillance définie de l'élément de carénage (105) a lieu dans l'autre zone de transition.
  11. Carénage de véhicule selon la revendication 9 et 10, caractérisé en ce que l'autre zone de transition entre la seconde section (105.2) et la troisième portion (105.11), dans le sens longitudinal de la structure du véhicule (102), est située en avant de la zone de transition (105.3) entre la première section (105.1) et la deuxième section (105.2).
  12. Carénage de véhicule selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - l'élément de carénage (105; 205; 305; 405) est configuré pour être monté dans une région d'extrémité (101.2) d'une structure de véhicule (102), dans lequel
    - la structure du véhicule (102) a une section avant (101.4) configurée pour absorber de l'énergie de collision dans la situation de collision prédéterminable et une section arrière (101.5) adjacente dans la direction longitudinale et sensiblement non déformé dans la situation de collision prédéterminable, et
    - la zone de transition (105.3; 205.3; 305.3; 405.3) entre la première partie (105.1; 205.1; 305.1; 405.1) et la seconde section (105.2; 205.2; 305.2; 405.2) est située dans la zone de la transition entre la section avant (101.4) et la section arrière (101.5),
    - la zone de transition (105.3; 205.3 ; 305.3; 405.3), en particulier, ayant un profile qui est adapté à la zone de détruite attendue comme résultat de la pénétration d'un partenaire de collision dans le carénage (104; 204; 304; 404), en particulier, dans une vue de côté de la structure du véhicule (102), étant formée au moins partiellement incurvée.
  13. Véhicule comportant un carénage de véhicule (104; 204; 304; 404) selon l'une quelconque des revendications précédentes.
  14. Jeu de composants pour un carénage externe de véhicule, notamment un véhicule ferroviaire, comprenant
    - un carénage de véhicule (104; 204; 304; 404) selon l'une quelconque des revendications 1 à 12, et
    - au moins un élément d'échange (115), dans lequel
    - l'élément d'échange (115) réplique la seconde section (105.2; 205.2; 305.2; 405.2) de l'élément de carénage (105; 205; 305; 405) et est configuré pour remplacer la seconde section (105.2; 205.2; 305.2; 405.2) de l'élément de carénage (105; 205; 305; 405) au cas d'endommage de l'élément de carénage (105; 205; 305; 405), dans lequel
    - l'élément d'échange (115), en particulier, réplique la zone de transition (105.3; 405.3; 205.3; 305.3).
  15. Procédé de réparation d'un carénage de véhicule selon l'une quelconque des revendications 1 à 12, dans lequel la seconde partie détruite de l'élément de carénage (105; 205; 305; 405) est remplacé, caractérisé en ce que
    - la zone de transition (105.3; 205.3; 305.3; 405.3) est enlevé de l'élément de carénage (105; 205; 305; 405), et
    - un élément d'échange (115) est fixé à la première section (105.1;205.1;305.1; 405.1) de l'élément de carénage (105; 205; 305; 405), dans lequel
    - l'élément d'échange (115) reproduit la seconde section (105.2; 205.2; 305.2; 405.2) et la zone de transition (105.3; 405.3; 205.3; 305.3), dans lequel
    - pendant l'enlèvement de la zone de transition (105.3; 205.3; 305.3; 405.3), en particulier, une surface (105.9) de la zone de transition (105.3; 205.3; 305.3; 405.3) est utilisée comme surface de guidage pour un outil.
EP08103340.9A 2007-05-02 2008-04-02 Carénage pour un véhicule, notamment ferroviaire Not-in-force EP1987999B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007020833 2007-05-02
DE102007027591A DE102007027591A1 (de) 2007-05-02 2007-06-12 Fahrzeugverkleidung

Publications (3)

Publication Number Publication Date
EP1987999A2 EP1987999A2 (fr) 2008-11-05
EP1987999A3 EP1987999A3 (fr) 2009-09-23
EP1987999B1 true EP1987999B1 (fr) 2018-05-30

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Application Number Title Priority Date Filing Date
EP08103340.9A Not-in-force EP1987999B1 (fr) 2007-05-02 2008-04-02 Carénage pour un véhicule, notamment ferroviaire

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EP (1) EP1987999B1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT522145B1 (de) * 2019-02-14 2021-05-15 Eh Holding Gmbh Wagenkastenelement für einen Zugswaggon

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Publication number Priority date Publication date Assignee Title
DE19725905A1 (de) * 1997-06-13 1998-12-17 Abb Daimler Benz Transp Schienenfahrzeug mit einem Kopfmodul aus einem Faserverbundwerkstoff
DE59908513D1 (de) * 1998-12-10 2004-03-18 Alstom Lhb Gmbh Wagenkasten, insbesondere End- oder Kopfmodul oder Führerstandraum eines Schienenfahrzeuges
DE10221583B4 (de) * 2002-05-15 2006-04-20 Webasto Ag Fahrzeug-Karosserieteil
DE10242185B3 (de) * 2002-09-10 2004-02-26 Peguform Gmbh & Co. Kg I.Ins. Kunststoffplatte mit energieabsorbierenden Strukturen

Non-Patent Citations (1)

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Also Published As

Publication number Publication date
EP1987999A3 (fr) 2009-09-23
EP1987999A2 (fr) 2008-11-05

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