EP2130738B1 - Karosserie für ein Schienenfahrzeug und Montageverfahren - Google Patents

Karosserie für ein Schienenfahrzeug und Montageverfahren Download PDF

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Publication number
EP2130738B1
EP2130738B1 EP08010337.7A EP08010337A EP2130738B1 EP 2130738 B1 EP2130738 B1 EP 2130738B1 EP 08010337 A EP08010337 A EP 08010337A EP 2130738 B1 EP2130738 B1 EP 2130738B1
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EP
European Patent Office
Prior art keywords
tubular module
longitudinal
car body
module
tubular
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.)
Active
Application number
EP08010337.7A
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English (en)
French (fr)
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EP2130738A1 (de
Inventor
Michael James Roe
Duncan Rhodes
David Mitchell
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
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to EP08010337.7A priority Critical patent/EP2130738B1/de
Priority to PCT/EP2009/004068 priority patent/WO2009146941A1/en
Priority to CN200980121119.1A priority patent/CN102083667B/zh
Publication of EP2130738A1 publication Critical patent/EP2130738A1/de
Application granted granted Critical
Publication of EP2130738B1 publication Critical patent/EP2130738B1/de
Active 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
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
    • B61D17/045—The sub-units being construction modules
    • 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
    • B61D17/041—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures with bodies characterised by use of light metal, e.g. aluminium

Definitions

  • the invention relates to a method of assembly of a car body for a rail vehicle, and more particularly for an inter-regional or intercity train. It also relates to the resulting car body and a method of refurbishing such a car body.
  • a modular car body for a rail vehicle formed from a number of double-skin extruded panels extending along the length of the vehicle is known from EP 1 043 206 .
  • Another modular car body for a rail vehicle is known from EP-A1-0 836 976 .
  • the extruded panels are welded edge to edge along all the length of the vehicle. Unlike riveting or bolting this method of assembly does not necessitate a substantial overlapping of the edge portions of the panels, which proves particularly beneficial in terms of weight. Practically, a gain of ca. 600 kg can be achieved for a conventional passenger carriage of 25500 mm.
  • the door openings are narrower and located at the ends of the rail car in order to minimise the entry space and to maximise the space allocated to the passenger area.
  • most elements of the interior outfit notably the seats, are larger and heavier than for commuter trains.
  • the installation of the interior outfit becomes particularly difficult and results in a considerable loss of time during assembly because of the limited space available through the side doors.
  • a passenger rail vehicle car body of a given overall length comprising:
  • the terms "mechanically fastening” apply to different kinds of mechanical connection in which no substantial heating of the profiles takes place.
  • the mechanical connection is "releasable” within the meaning of the present invention if assembly and removal of the end module can be carried out without substantial deformation of the aluminium alloy profiles.
  • the end modules can preferably be bolted or riveted to the tubular module, welding being formally excluded since it involves substantial heating and does not provide a releasable mechanical connection.
  • the method further comprises painting the tubular module after the longitudinal aluminium profiles have been welded together and before inserting the interior outfit.
  • the method may further comprise manufacturing two bolster subassemblies from steel, and bolting the bolster subassemblies to the tubular module.
  • the method may further comprise cutting window openings in the tubular module.
  • a window opening interrupts a longitudinal welding line between two longitudinal profiles
  • the edge of the window opening at the intersection with the welding line should preferably be perpendicular to the latter.
  • the end modules are provided with a gangway opening.
  • a method of assembling a passenger rail vehicle car body of a given overall length comprising:
  • the interior outfit of the rail car which may include the ceiling, flooring, interior panels, cabling, lighting and insulation, can be installed through one of the open ends of the tubular module after the longitudinal profiles have been welded together and painted.
  • refurbishment is simplified, since one of the end modules can be removed to give access to the interior of the tubular module.
  • the length of the tubular module is more than 75% of the total length of the car body, the remaining 25% being allocated to the two end modules.
  • the aluminium alloy extruded longitudinal profiles preferably form two body side walls, a roof and a floor.
  • the longitudinal profiles form double skinned walls, which provide mechanical strength to the shell.
  • the tubular module may further comprise two steel bolster subassemblies each mechanically attached to the tubular module towards a respective one of the two end modules and providing an interface for a bogie and a coupler.
  • the bolster subassembly is preferably a welded and machined assembly, manufactured from steel and attached to the aluminium tube e.g. using bolts bolted into tapping bars inserted in a diaphragm welded to the car body extruded profiles.
  • the material selection provides the necessary strength and stiffness with a minimised vertical cross section to ensure that the passenger area of the vehicle has as low a walking floor height as possible.
  • At least one of the end modules may comprise a steel sub-frame and an upper structure bolted to the steel sub-frame, the upper structure being manufactured from formed internal and external aluminium panels, which are welded together.
  • the module may be provided with a communication gangway opening for accessing an adjacent rail car through a gangway attached to the upper structure.
  • the sub-frame provides the necessary strength to react to coupler lateral damper loads and the overriding reaction forces from the coupler and anti-climbers.
  • each of the longitudinal ends of the tubular module comprises a strengthening annular diaphragm extending in a plane perpendicular to the longitudinal extruded profiles and welded to the extruded profiles extending from one of the two longitudinal ends of the tubular module to the other.
  • each strengthening annular diaphragm can be provided with holes for receiving bolts for fastening the end modules to the tubular module.
  • a method of refurbishing car body of a passenger a rail vehicle as disclosed hereinbefore comprising:
  • the car body shell structure can also be adapted to a driving car, in which case one of the end modules is a driver's cab.
  • the car body 10 of passenger rail vehicle 12 consists of two end modules 14 and one tubular module 18 extending from one of the two end modules to the other.
  • the tubular module 18 constitutes the major part of the car body 1. Its length amounts to more than 75%, and preferably more than 85% of the overall length of the car body.
  • the length of the tubular module is preferably more than 19,125 mm and, in the specific example of figure 1 , equal to 22,350 mm.
  • the tubular module 18 comprises a roof 20, left and right doorless side walls 22 and a floor 26. These panels extend from one of the two end modules to the other and are longitudinally welded together, i.e. in a direction parallel to the longitudinal axis of the tubular module.
  • each of the roof, floor and side walls is composed of a plurality of extruded profiles cut to the appropriate length, which are welded along their length and machined as far as necessary.
  • the roof 20 includes a roof plank 201 flanked by two cant rails 202, 203.
  • the roof plank 201 and cant rails 202, 203 are longitudinally welded together to form the roof before they are assembled to the side walls 22.
  • each side wall 22 includes an upper body side 221, a centre body side 222 and a lower body side 223, which are welded together along their length before the side wall 22 itself is welded to the roof 20 and floor 26.
  • the floor 26 includes a planar wall section made of a centre floor plank 261, flanked by two inner floor planks 262 and two outer floor planks 263.
  • the plan wall section itself is flanked by two sole bars 264.
  • These extruded elements are longitudinally welded together and machined before the floor is welded to the side walls 22.
  • One or more jigs may be used to temporally maintain the extruded elements in position during welding.
  • extruded profiles may be interrupted to accommodate window openings or roof recesses for electrical equipment
  • at least some of the extruded profiles, and singularly the cant rails 202, upper body sides 221, lower body sides 223, sole bars 264 and outer floor planks 263 located at the upper and lower edges of the car body shell as well as the centre and inner floor planks 261, 262 extend from one end of the tubular module to the other and are welded to one another along the full length of the tubular module without interruption.
  • the cant rails 202 are thicker than the roof plank 201, to provide additional rigidity to the corners of the shell structure cross-section.
  • the floor planks 261, 262, 263, sole bars 264, body sides 221, 222, 223, roof planks 201 and cant rails 202 are all double skinned extrusion profiles to ensure a lightweight self-supporting tube design whilst meeting all necessary strength and stiffness requirements. Additional stiffness is provided at the edges of the car body shell by the sole bar 264 and cant rail 202 extrusion elements, which are larger in section than the other extrusion elements.
  • C-shaped slots 30, 32 are provided on the bottom of the sole bar and other floor-related extrusion elements for mounting underfloor equipment and inside de car body, protruding from the floor planks, body sides and/or roof planks for the mounting of seats, interior installation and trim, providing a high degree of flexibility in the interior layout.
  • One or more structural ring-shaped diaphragms 34 can be welded or otherwise secured at the centre and/or at intermediate positions of the tubular module 18 to increase body shell stiffness and to provide a channel for air ducts between the floor and roof space.
  • two annular end diaphragms 38 are welded at the ends of the tubular structure to reinforce the stiffness of the tubular structure and reduce the major modes of vibration of the tubular module.
  • the two annular end diaphragms are also provided with holes in and constitute an attachment interface for each of the end modules.
  • a steel bolster subassembly 40 is attached underneath the tubular module 18 to an underside of the floor 26 and comprises a bolster 42 providing an interface for the bogie 44, a crossmember 46 projecting towards the adjacent end of the tubular module and a pair of girders 47 extending from the crossmember to the bolster and the coupler.
  • the bolster subassembly 40 is a rigid welded and machined assembly, manufactured from steel.
  • This subassembly is attached to the underside of the floor using bolts and tapping bars inserted in the car body extrusion elements.
  • the number of bolts is adapted to the longitudinal shear loads and vertical loads applied to the subassembly in several scenarios, including collision.
  • the material selection provides the necessary strength and stiffness with a minimised vertical cross-section to ensure that the passenger area of the vehicle has as low a walking floor height as possible.
  • each end module 14 includes an upper structure 140 manufactured from formed internal and external aluminium panels and/or extruded elements, which are welded together to create a stiff, lightweight design.
  • This upper structure 140 includes a roof 140A, side walls 140B provided with passenger door openings 142 and end wall 140C provided with a gangway opening 143, a floor 140D as well as an annular diaphragm 138 extending in a vertical transverse plane to provide rigidity and form an interface with the tubular module.
  • the aluminium upper structure is bolted to a steel sub-frame 144.
  • energy absorbing anti-climbers 145 are mounted at floor level at the ends of the sub-frame for absorbing the crash energy associated with the collision scenarios detailed in the High Speed TSI revision. They are specified to work in conjunction with the energy absorbing intermediate coupler system. Since the end module houses the passenger doors, it is not designed to deform during the specified collision scenarios, in order to preserve the doors as a means of emergency exit. Therefore, the sub-frame includes a square-shaped non-deformable open box structure with an inner transverse sill 146, an outer transverse sill 147 connected by a series of longitudinal sills 148, and a series of additional elements 149 which provide an interface for fixing the sub-frame 144 to the upper structure 140.
  • the inner transverse sill 146 of this structure also provides an attachment interface extending in a vertical plane and bolted to the crossmember 46 at the end of the bolster subassembly 40 when the end module is mechanically fastened to the tubular module.
  • the coupler 60 shown in figure 6 has an inner end 62 directly connected to the crossmember 46 of the bolster subassembly or to the transverse sill 146 and a coupling end 64 protruding from the sub-frame through a window 150 formed in the transverse sill 147, which provides lateral and vertical abutments to the coupler.
  • the coupler is provided with a telescopic shock absorbing structure 66 as is well known in the art.
  • the sub-frame 144 provides the necessary strength to react to coupler lateral damper loads and to the overriding reaction forces from the coupler, while the longitudinal loads are directly transmitted to the crossmember 46 of the bolster subassembly 40 or to the transverse sill 146. Thus, loads applied during collision are distributed between the transverse sill 147, the sub-frame 144 and the bolster subassembly 140.
  • the interior outfit of the end module 140 can be manufactured after the end module has been bolted to the tubular module.
  • the end modules are painted, completely equipped with interior outfit and technical equipment like door systems, lighting, control equipment, passenger information modules, etc. and pre-tested before being bolted to the tubular end module
  • the interior layout of the car body is shown in figure 8 .
  • the interior outfit 50 including ceiling, flooring, interior panels, air ducts, cabling, lighting, seats 52, passenger information and entertainment modules, tables, 54, toilets 56 and insulation is installed in the tubular module 18 from one open end of the module after completion of the welding operations including the welding of the end diaphragms 38 and after the shell of the tubular module has been painted.
  • the end modules 14 are positioned so that bolts can be inserted through the holes of the inner transverse sill 146 and crossmember 46 and through the holes of the end diaphragms 38 and of the diaphragm 138 of the end modules to mechanically attach the end modules to the tubular modules in a releasable manner.
  • an adhesive substance can be used for attaching the upper structure 140 of the end module to the end diaphragm 38. Refurbishment of the car can also be efficiently carried out from the open ends of the tubular modules after removal of one of the end modules.
  • Additional strengthening extrusions may be provided at the sole bar and cant rail to strengthen the structure to react crash loads associated with the High Speed TSI revision collision scenarios.
  • an additional U-shaped or ring-shaped diaphragm 238, illustrated in figure 9 can be sandwiched between the end diaphragms 38 of the tubular module 18 and the diaphragm 138 of the respective end module 14 to further reinforce the structure of the car body.
  • the car body shell structure can also be adapted to a driving car, in which case one of the end modules is a driver's cab.

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

Claims (14)

  1. Verfahren zum Zusammenfügen eines Wagenkastens eines Personenschienenfahrzeugs mit einer bestimmten Gesamtlänge, das umfasst:
    - Extrudieren einer Reihe von Aluminiumlegierungslängsprofilen (201, 202, 203, 204, 221, 222, 223, 261, 262, 263);
    dadurch gekennzeichnet, dass es des Weiteren umfasst:
    - Längsverschweißen der Längsprofile miteinander, um ein rohrförmiges Modul (18) ohne seitliche Türöffnungen und mit zwei offenen Enden zu bilden, wobei sich zumindest ein Teil der Längsprofile von einem der offenen Enden des rohrförmigen Moduls zum anderen erstreckt, wobei der Längsabstand zwischen den offenen Enden des rohrförmigen Moduls mehr als 75 % der Gesamtlänge des Wagenkastens ist,
    - Einsetzen einer Innenausstattung in das rohrförmige Modul durch zumindest eines der zwei offenen Enden,
    - Herstellen von zwei Endmodulen (14), wobei zumindest eines davon mit einer seitlichen Zugangstüröffnung (142) versehen ist,
    - mechanisches Befestigen der zwei Endmodule an den offenen Enden des rohrförmigen Moduls auf lösbare Weise, wobei zumindest eines der Endmodule am rohrförmigen Modul befestigt wird, nachdem die Innenausstattung in das rohrförmige Modul eingesetzt wurde.
  2. Verfahren nach Anspruch 1, das des Weiteren umfasst:
    - Anstreichen des rohrförmigen Moduls, nachdem die Längsprofile miteinander verschweißt wurden und bevor die Innenausstattung eingesetzt wird.
  3. Verfahren nach Anspruch 1 oder 2, das des Weiteren umfasst:
    - Herstellen von zwei Wiegenträgerteilbaugruppen aus Stahl,
    - Verschrauben der Wiegenträgerteilbaugruppen mit dem rohrförmigen Modul.
  4. Verfahren nach einem der Ansprüche 1 bis 3, das des Weiteren umfasst:
    - Positionieren einer ringförmigen Verstärkungstrennwand an jedem der Längsenden des rohrförmigen Moduls in einer Ebene normal zu den extrudierten Längsprofilen, und
    - Verschweißen jeder ringförmigen Verstärkungstrennwand mit den extrudierten Profilen, die sich von einem der zwei Längsenden des rohrförmigen Moduls zum anderen erstrecken.
  5. Verfahren nach Anspruch 4, das das Verschrauben der zwei Endmodule mit der ringförmigen Verstärkungstrennwand des rohrförmigen Moduls auf lösbare Weise umfasst.
  6. Verfahren nach einem der Ansprüche 1 bis 5, das des Weiteren umfasst:
    - Schneiden von Fensteröffnungen in das rohrförmige Modul.
  7. Verfahren nach einem der Ansprüche 1 bis 6, das des Weiteren umfasst:
    - Bereitstellen einer Gangöffnung in jedem der Endmodule.
  8. Wagenkasten (10) eines Personenschienenfahrzeugs mit einer bestimmten Gesamtlänge, dadurch gekennzeichnet, dass er umfasst:
    - ein rohrförmiges Modul (18) ohne seitliche Türöffnung, das zwei Längsenden aufweist und extrudierte Aluminiumlegierungslängsprofile umfasst, die miteinander längsverschweißt sind (201, 202, 203, 204, 221, 222, 223, 261, 262, 263), wobei sich zumindest ein Teil der Längsprofile von einem der zwei Längsenden des rohrförmigen Moduls zum anderen erstreckt, wobei das rohrförmige Modul des Weiteren eine Innenausstattung umfasst, wobei der Längsabstand zwischen den Enden des rohrförmigen Moduls mehr als 75 % der Gesamtlänge des Wagenkastens ist; und
    - zwei Endmodule (14), wobei jedes mechanisch auf lösbare Weise an einem jeweiligen der zwei Längsenden des rohrförmigen Moduls befestigt ist, wobei zumindest eines der zwei Endmodule mit einer seitlichen Zugangstüröffnung (142) versehen ist.
  9. Schienenfahrzeugwagenkasten nach Anspruch 8, wobei die extrudierten Längsprofile doppelwandige Wände bilden.
  10. Schienenfahrzeugwagenkasten nach Anspruch 8 oder 9, wobei das rohrförmige Modul des Weiteren zwei Stahlwiegenträgerteilbaugruppen (40) umfasst, die jeweils mechanisch an dem rohrförmigen Modul hin zu einem jeweiligen der zwei Endmodule angebracht sind und eine Schnittstelle für ein Fahrwerk und eine Kupplung bereitstellen.
  11. Schienenfahrzeugwagenkasten nach einem der Ansprüche 8 bis 10, wobei zumindest eines der Endmodule einen Stahlteilrahmen (144) und eine obere Struktur (140) umfasst, die mit dem Stahlteilrahmen verschraubt ist, wobei die obere Struktur aus geformten Innen- und Außenaluminiumpanelen hergestellt ist, die miteinander verschweißt sind.
  12. Schienenfahrzeugwagenkasten nach einem der Ansprüche 8 bis 11, wobei jedes der Längsenden des rohrförmigen Moduls eine ringförmige Verstärkungstrennwand (38) umfasst, die sich in einer Ebene senkrecht zu den extrudierten Längsprofilen erstreckt und mit den extrudierten Profilen verschweißt ist, die sich von einem der zwei Längsenden des rohrförmigen Moduls zum anderen erstrecken.
  13. Schienenfahrzeugwagenkasten nach Anspruch 12, wobei jede ringförmige Verstärkungstrennwand mit Löchern zur Aufnahme von Bolzen zum Befestigen der Endmodule am rohrförmigen Modul versehen ist.
  14. Verfahren zum Renovieren eines Wagenkastens eines Personenschienenfahrzeugs nach einem der Ansprüche 8 bis 13, dadurch gekennzeichnet, dass es umfasst:
    - Entfernen zumindest eines Endmoduls (14) aus dem rohrförmigen Modul (18), um freien Zugang zu zumindest einem offenen Ende des rohrförmigen Moduls zu erhalten,
    - Entfernen der bestehenden Innenausstattung aus dem rohrförmigen Modul durch das zumindest eine offene Ende,
    - Installieren einer neuen Innenausstattung in dem rohrförmigen Modul durch das zumindest eine offene Ende,
    - Befestigen des entfernten Endmoduls, um das offene Ende zu schließen.
EP08010337.7A 2008-06-06 2008-06-06 Karosserie für ein Schienenfahrzeug und Montageverfahren Active EP2130738B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP08010337.7A EP2130738B1 (de) 2008-06-06 2008-06-06 Karosserie für ein Schienenfahrzeug und Montageverfahren
PCT/EP2009/004068 WO2009146941A1 (en) 2008-06-06 2009-06-05 Rail vehicle car body and method of assembly
CN200980121119.1A CN102083667B (zh) 2008-06-06 2009-06-05 轨道车辆车体及组装方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08010337.7A EP2130738B1 (de) 2008-06-06 2008-06-06 Karosserie für ein Schienenfahrzeug und Montageverfahren

Publications (2)

Publication Number Publication Date
EP2130738A1 EP2130738A1 (de) 2009-12-09
EP2130738B1 true EP2130738B1 (de) 2017-03-15

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EP08010337.7A Active EP2130738B1 (de) 2008-06-06 2008-06-06 Karosserie für ein Schienenfahrzeug und Montageverfahren

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EP (1) EP2130738B1 (de)
CN (1) CN102083667B (de)
WO (1) WO2009146941A1 (de)

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FR2979317B1 (fr) * 2011-08-25 2014-06-27 Sncf Vehicule ferroviaire comportant un capot de toit amovible et procede d'amenagement interieur d'un vehicule ferroviaire
DE102012209049A1 (de) * 2012-05-30 2013-12-05 Siemens Aktiengesellschaft Wagenkastenaufbau für Fahrzeuge
DE102012212969A1 (de) * 2012-07-24 2014-01-30 Siemens Aktiengesellschaft Bauteil, insbesondere für eine Außenverkleidung eines weggebundenen Fahrzeugs
DE102012215720A1 (de) * 2012-09-05 2014-03-06 Siemens Aktiengesellschaft Erdungslasche
RU2528511C1 (ru) * 2013-04-03 2014-09-20 Открытое акционерное общество "МЕТРОВАГОНМАШ" Рельсовое транспортное средство (варианты) и устройство для защиты при аварийном столкновении
CN108791338B (zh) * 2018-05-23 2020-01-10 中车唐山机车车辆有限公司 轨道车辆
GB2602014B (en) * 2020-12-15 2024-03-27 Bombardier Transp Gmbh Manufacturing a rail vehicle carbody out of slidable profiles
DE102021210739A1 (de) * 2021-09-27 2023-03-30 Siemens Mobility GmbH Verfahren zur Herstellung eines Wagenkastens eines Schienenfahrzeugs, Wagenkasten und Schienenfahrzeug mit Wagenkasten
EP4215427A1 (de) 2022-01-20 2023-07-26 ALSTOM Holdings Verfahren zur montage eines innenraummoduls in einem wagenkasten eines schienenfahrzeugs und zugehöriger wagenkasten

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DE19643337A1 (de) * 1996-10-21 1998-04-23 Abb Patent Gmbh Schienenfahrzeug
EP1043206A1 (de) 1999-04-06 2000-10-11 BISIACH & CARRU' S.p.A. Verfahren zur Montage von Schienenfahrzeugen
SE521440C2 (sv) * 2001-01-26 2003-11-04 Bombardier Transp Gmbh En vagnskorg till ett rälsfordon av modulär konstruktion
DE102006043925B4 (de) * 2006-09-14 2014-07-17 Voith Turbo Lokomotivtechnik Gmbh & Co. Kg Lokomotive

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Also Published As

Publication number Publication date
CN102083667A (zh) 2011-06-01
EP2130738A1 (de) 2009-12-09
WO2009146941A1 (en) 2009-12-10
CN102083667B (zh) 2013-12-18

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