EP2976244B1 - Structure de véhicule pour véhicule ferroviaire - Google Patents

Structure de véhicule pour véhicule ferroviaire Download PDF

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Publication number
EP2976244B1
EP2976244B1 EP13711020.1A EP13711020A EP2976244B1 EP 2976244 B1 EP2976244 B1 EP 2976244B1 EP 13711020 A EP13711020 A EP 13711020A EP 2976244 B1 EP2976244 B1 EP 2976244B1
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EP
European Patent Office
Prior art keywords
head
vehicle
section
main body
interior
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EP13711020.1A
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German (de)
English (en)
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EP2976244A1 (fr
Inventor
Konrad Giese
Jörg GROBEL
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Alstom Holdings SA
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Alstom Holdings SA
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Publication of EP2976244A1 publication Critical patent/EP2976244A1/fr
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    • 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 head structure for a rail vehicle, in particular a high-speed rail vehicle, having a head section and a main body section, the vehicle head structure comprising a head interface section for forming a mechanical interface of said vehicle head structure to a mating main body interface section of said main body section, the vehicle head structure defining a longitudinal direction, a transverse direction and a height direction.
  • the present invention further relates to corresponding vehicle body structure, a corresponding rail vehicle comprising such a vehicle body structure and methods for manufacturing a vehicle body structure.
  • Vehicle heads of modern rail vehicles in particular, modern high-speed rail vehicles, have to fulfill a plurality of different, partially contradictory requirements.
  • they have to be as light as possible to reduce the overall weight of the vehicle.
  • national or international regulations such as the so called Technical Specifications for Interoperability (TSI) in Europe, as well as specifications of the respective operator of the vehicle, they have to be designed to exhibit a stiffness sufficient to withstand and properly introduce considerable crash loads into the vehicle structure as it is specified in one or more given crash scenarios.
  • TTI Technical Specifications for Interoperability
  • the complex, typically twice curved (i.e. having two main curvatures greater than zero) part of the outer surface of the head section often is referred to as the three-dimensionally shaped part of the vehicle's outer surface while the prismatic main body section often is referred to as the two-dimensionally shaped part of the vehicle's outer surface, i.e. the part of the outer surface which may simply be generated by shifting the outer contour (obtained in a cross-section perpendicular to the longitudinal direction) along the longitudinal direction of the vehicle.
  • vehicle head sections are made of a vehicle head structure mounted to an adjacent prismatic main body structure (i.e. the structure of the vehicle body that, apart from cutouts and/or separately mounted containers etc., has an outer shell of identical cross-section along the longitudinal direction).
  • a vehicle head structure is disclosed, for example, in US 2008/0309125 A1 .
  • a substantially planar interface is formed between the vehicle head structure and the adjacent prismatic main body structure, the interface plane being arranged perpendicular to the longitudinal direction.
  • EP 2 383 161 A1 discloses another type of rail vehicle, in which part of the main body structure is extending under the vehicle head structure along an inclined mating surface.
  • a disadvantage, however, of this design is that the vehicle head structure is a comparatively large component of complex three-dimensional design which is comparatively expensive to manufacture.
  • a further disadvantage is that a considerable fraction of the support load has to be taken by the substantially planar and vertically arranged connecting interface between the head structure and the adjacent prismatic main body structure such that corresponding care and expense is necessary for this interface further increasing the overall cost of the vehicle.
  • the prismatic (two-dimensionally shaped) outer surface of the main body section still continues while, in the upper part of the vehicle body, the complex (three-dimensionally shaped) part of the head section has already begun.
  • the main body section extending below the vehicle head structure together with the eventual inclined interface in a highly beneficial way allows separating the complex three-dimensionally shaped part of the outer surface and the greatly less complex two dimensionally shaped part of the outer surface such that the head section does not necessarily have any such prismatic areas.
  • the size of the head section may be reduced and limited only to the complex three-dimensionally shaped part of the outer surface.
  • the prismatic areas located at the same longitudinal level may be formed together with the main body section in a way simpler manufacturing process (e.g. even in an extrusion process). Thus, manufacture of the overall structure is greatly facilitated.
  • the main body section extending below the vehicle head structure together with the eventual inclined interface section has the advantage that, compared to conventional vertically arranged interfaces, (nonetheless due to the increased interface area and the advantageous special arrangement) it provides a way better support to both loads in the height direction (such as e.g. gravitational loads) and torsional loads of the vehicle body structure about the longitudinal direction.
  • loads in the height direction such as e.g. gravitational loads
  • torsional loads of the vehicle body structure about the longitudinal direction.
  • the present disclosure relates to a vehicle head structure for a rail vehicle, in particular a high-speed rail vehicle, having a head section and a main body section.
  • the vehicle head structure comprises a head interface section for forming a mechanical interface of the vehicle head structure to a mating main body interface section of the main body section.
  • the vehicle head structure further defines a longitudinal direction, a transverse direction and a height direction.
  • the vehicle head structure is configured such that, in a mounted state, a bottom part of the main body section, in the longitudinal direction, extends below the vehicle head structure, preferably over at least 30%, more preferably over at least 50%, even more preferably over substantially 100%, of a longitudinal dimension of the vehicle head structure.
  • the head interface section in at least one inclined first section, is inclined with respect to the height direction.
  • the head interface section of the rail vehicle is also inclined with respect to the longitudinal direction, such that, in other words, a split line between the head section and the main body section is formed that, in the inclined first section, extends obliquely to both the longitudinal direction and the height direction.
  • an arbitrary arrangement of the inclined first section may be chosen depending on the specific outlay of the three-dimensionally shaped part of the head section.
  • an interface surface formed at the vehicle head structure, in the inclined first section faces upwards.
  • an interface surface formed at the vehicle head structure, in the inclined first section faces downwards (i.e. towards the track the vehicle is running on).
  • the inclined first section of the interface surface typically, faces towards the other end of the vehicle (i.e. the end opposite to the vehicle head structure). However, depending on the specific three-dimensional shape of the head section, it may also be the (although rare) case that the inclined first section of the interface surface faces towards the free end of the vehicle head structure.
  • the head interface section in the inclined first section, does not necessarily have to have a substantially planar interface surface (defined by the outer shell structure and eventual further structural components, such as reinforcing ribs, etc. at the respective location). More precisely, the interface surface defined by the interface section may be an at least section wise angled surface and/or an at least section wise curved surface as long as the required inclination with respect to the longitudinal axis is present.
  • the interface surface as used herein designates the general outlay of the surface of the respective vehicle section contacting the mating surface of the other vehicle section.
  • local irregularities of the surface such as e.g. local protrusions or indentations
  • the interface surface as used herein designates the median surface defined using such a tolerance range of up to ⁇ 20 mm.
  • the head interface section defines an interface surface, the interface surface defining a tangential interface plane (i.e. a plane that is tangent to the interface surface).
  • the interface plane in the at least one inclined first section, has a first inclination with respect to the height direction.
  • the first inclination ranges from 5° to 85°, more preferably from 30° to 80°, even more preferably from 60° to 70°. With such a configuration, highly beneficial designs may be achieved. It will be appreciated that, typically, with high-speed rail vehicles having comparatively long head sections, a larger first inclination may be chosen.
  • any desired orientation may be chosen for the interface surface and the interface plane, respectively.
  • the interface plane is substantially parallel with respect to the transverse direction, thereby providing a very simple, particularly easy to manufacture configuration.
  • the interface plane, in at least one second section located adjacent to the inclined first section is substantially parallel to the height direction or substantially parallel to the longitudinal direction.
  • a stepped configuration of the interface or split line between the head section and the main body section may be achieved.
  • Such a stepped configuration may have the advantage of providing the function of appropriately positioning and/or orienting the mating vehicle sections with respect to each other, thereby facilitating assembly of the whole structure.
  • the interface surface, in a plane parallel to the height direction and the longitudinal direction defines a stepped interface contour (or split line, respectively).
  • the inclined first section may extend over an arbitrary fraction of the total length (i.e. dimension in the longitudinal direction) and/or an arbitrary fraction of the total height (i.e. dimension in the height direction) of the head section.
  • the inclined first section may even extend over the total length and/or total height of the head section.
  • the rail vehicle in the area of the head section has bottom structure defining an interior floor level and a maximum height dimension above the interior floor level in the height direction.
  • the at least one inclined section, in the height direction extends over 10% to 90% of the maximum height dimension, preferably over 25% to 75% of the maximum height dimension, more preferably over 40% to 65% of the maximum height dimension.
  • the location of the inclined section may be selected as a function of the outlay of the head section, in particular, the location of the three dimensionally shaped surface area(s).
  • the at least one inclined section, in the height direction extends substantially down to the interior floor level.
  • inclined sections may, for example, alternate with one or more intermediate sections extending parallel to the height direction or, eventually, parallel to the longitudinal direction.
  • the vehicle head structure may be a simple shell structure formed by sufficiently structurally rigid wall elements.
  • the vehicle head structure comprises an interior framework structure, thereby providing sufficient structural stability in a very simple way.
  • the interior framework structure comprises a frontal barrier unit adapted to carry at least one impact energy absorbing device.
  • a beneficial configuration may be achieved where a frontal impact energy absorbing unit absorbs a considerable fraction up to the entire impact energy to be taken by the vehicle under given crash scenarios (e.g. prescribed according to national, international or operator regulations).
  • the frontal barrier unit may have any desired shape or design, respectively.
  • the frontal barrier unit is a substantially plate shaped unit which, in a simple way, provides high structural stability with a high flexibility for locating interfaces for impact energy absorbing devices.
  • the head section may be designed to undergo a certain amount of deformation under certain crash scenarios.
  • the vehicle is adapted to undergo, in a defined maximum frontal crash scenario, a maximum frontal impact load, wherein the interior framework structure is adapted to undergo substantially no plastic deformation in this maximum frontal crash scenario.
  • impact energy is then absorbed at different locations, for example the frontal impact energy absorbing unit as outlined above.
  • such a variant is beneficial in terms of protecting a driver and vital components of the vehicle located in the head section in such a crash situation.
  • the interior framework structure comprises at least one lateral main pillar element, the lateral main pillar element, in the height direction, protruding beyond the interface section to provide a connector element reaching into the main body section, in particular, down to a bottom structure of the main body section.
  • a highly structurally stable connection may be obtained between the interior framework structure (hence, ultimately, the head section) and the main body section.
  • the interior framework structure comprises at least two lateral main pillar elements located in a common plane and connected in the transverse direction via a transverse beam to form an arc shaped main support structure of the interior framework structure.
  • the lateral main pillar elements extend, in the height direction, down to a bottom structure of the main body section, thereby allowing particularly stable support of the interior framework structure.
  • the interior framework structure comprises at least two longitudinal beams extending, in the longitudinal direction, from a front end to a rear end of the interior framework structure.
  • These longitudinal beams may provide proper support of loads acting in the longitudinal direction (such as e.g. impact loads in a crash situation) against the adjacent vehicle body section.
  • the two longitudinal beams are located at an upper side of the head structure to beneficially provide structural stability in this area.
  • the two longitudinal beams are connected via at least one transverse beam to increase structural stability of the configuration.
  • the transverse beam and the two longitudinal beams form part of a front window frame of the head section.
  • the interior framework structure may comprise a plurality of auxiliary framework elements, such as e.g. auxiliary pillar elements and/or a plurality of auxiliary beams, supporting a shell structure forming an outer shell of the head section.
  • auxiliary framework elements such as e.g. auxiliary pillar elements and/or a plurality of auxiliary beams
  • the shell structure comprises a plurality of elongated reinforcement elements connected to the auxiliary pillar elements and/or the auxiliary beams, thereby beneficially increasing structural stability of the outer shell.
  • the interior framework structure comprises a plurality of main framework elements and a plurality of auxiliary framework elements supporting an outer shell structure.
  • the outer shell structure comprises an outer shell element forming an outer shell of the head section and a plurality of elongated reinforcement elements connected to the outer shell element.
  • the reinforcement elements are connected to the auxiliary framework elements, while the outer shell element is connected directly to the main framework elements thereby achieving a very beneficial introduction of loads into the shell structure and, ultimately, a highly structurally stable configuration.
  • an opening within the outer shell of the head section is used for introducing large and heavy components into the vehicle interior prior to closing the outer shell of the head section, thereby facilitating overall assembly and manufacture of the vehicle.
  • the two longitudinal beams and the transverse beam confine a mounting access opening located, in the longitudinal direction, between the transverse beam and the rear end of the interior framework structure, the mounting access opening being usable during manufacture of the vehicle for inserting large interior equipment components into an interior of the head section.
  • the mounting access opening may be closed later on by any suitable means.
  • the mounting access opening is partially closed or divided by a further transverse beam connected to the longitudinal beams in a cold joining process, in particular, in a riveting process.
  • overall structural stability of the interior frame structure may be increased (the cold joining process beneficially avoiding distortion of the structure due to the introduction of heat).
  • the mounting access opening is finally closed by a cover unit forming part of an outer shell of the vehicle head structure.
  • the vehicle head structure is formed as a differential structure composed of a plurality of mutually mechanically connected components, thereby facilitating manufacture of the overall structure.
  • At least a fraction of the components are connected at least partially in a fusion process, in particular, in a welding process.
  • Such configurations typically, facilitate repair of damaged sections.
  • At least a fraction of the components are made from a material comprising a light metal alloy, in particular, comprising aluminum.
  • a material comprising a light metal alloy in particular, comprising aluminum.
  • Such configurations typically, allow very lightweight structures.
  • the present invention further relates to a vehicle body structure for a rail vehicle, in particular a high-speed rail vehicle, comprising a vehicle head structure according to the invention forming a head section of the vehicle body structure and a main body section of the vehicle body structure.
  • a vehicle body structure for a rail vehicle, in particular a high-speed rail vehicle, comprising a vehicle head structure according to the invention forming a head section of the vehicle body structure and a main body section of the vehicle body structure.
  • the main body section may have any desired shape.
  • the main body section has a substantially prismatic outer surface along the longitudinal direction, thereby greatly facilitating manufacture of the main body section.
  • the main body section comprises a bottom structure defining an interior floor level and reaching, in the longitudinal direction, into the head section.
  • a beneficial configuration may be achieved, wherein a stable and reliable connection between the head section and the main body section is achieved in an additional connection via this bottom structure.
  • the present invention further relates to a rail vehicle comprising a vehicle body structure according to the invention.
  • a rail vehicle comprising a vehicle body structure according to the invention.
  • the present invention may be used in combination with arbitrary rail vehicles.
  • the beneficial effects of the present invention are particularly useful in high-speed applications.
  • the rail vehicle is adapted to be used for high-speed operation at nominal operating speeds above 250 km/h, preferably above 300 km/h, more preferably above 350 km/h.
  • the present invention further relates to a method of manufacturing the vehicle body structure according to the invention.
  • the method comprises, in a first step of a sidewall forming step (more precisely, a sidewall segment forming step) using at least a first connecting technique, forming a first head sidewall framework (more precisely, a first head sidewall segment framework structure) of the head section, the first head sidewall framework comprising a first longitudinal beam and/or a first main pillar element and/or a plurality of first auxiliary framework elements.
  • a first vehicle sidewall (more precisely, a first vehicle sidewall segment) is connected to a bottom structure of the main body section and, in particular, to a roof structure of the main body section to form a vehicle body.
  • first and/or second connecting technique may comprise any desired connecting technique or arbitrary combinations of different connecting techniques.
  • at least one of the first connecting technique and the second connecting technique comprises a fusion process, in particular, a welding process.
  • the first head sidewall framework may be integrated into the first vehicle sidewall prior to or within said vehicle body assembly step.
  • the first head sidewall framework in a second step of the sidewall forming step using at least a third connecting technique, is connected to a main body sidewall (more precisely, a main body sidewall structure) of the main body section to form the first vehicle sidewall. Subsequently, the first vehicle sidewall is connected to the bottom structure.
  • a main body sidewall of the main body is connected to the bottom structure and, subsequently, the first head sidewall framework is connected to the main body sidewall (to integrate the first head sidewall framework into the first vehicle sidewall).
  • the third connecting technique may comprise any desired connecting technique or arbitrary combinations of different connecting techniques.
  • the third connecting technique may again comprise a fusion process, in particular, a welding process.
  • a second longitudinal beam of a second head sidewall framework (i.e. a second head sidewall segment framework structure) is connected to the first longitudinal beam via a first transverse beam extending in the transverse direction, thereby achieving a firm and rigid connection between the two head sidewalls or sidewall segments, respectively.
  • the first longitudinal beam and the second longitudinal beam are located at an upper side of the head structure as it has been outlined above. Furthermore, preferably, the first longitudinal beam, the second longitudinal beam and the first transverse beam form part of a front window frame of a front window opening of the head section.
  • the first longitudinal beam, the second longitudinal beam and the first transverse beam confine a mounting access opening located, in the longitudinal direction, between the transverse beam and a rear end of the head section, the mounting access opening being usable for inserting large interior equipment components into an interior of the head section as it also has been described above.
  • the first transverse beam is located in a substantially common plane with a first lateral main pillar element connected to the first longitudinal beam and a second lateral main pillar element connected to the second longitudinal beam to form an arc shaped main support structure.
  • the first lateral main pillar element and the second lateral main pillar element in the height direction, extend down to the bottom structure and, in particular, are connected to the bottom structure to achieve a particularly stable configuration.
  • the fourth connecting technique may comprise any desired connecting technique or arbitrary combinations of different connecting techniques.
  • it comprises a fusion process, in particular, a welding process.
  • the vehicle body assembly step at least one large interior equipment component is inserted into the interior of the head section via the mounting access opening and/or the front window opening, the interior equipment component, in particular, being one of a driver's board, an electrical equipment cabinet and a cable duct.
  • the mounting access opening preferably, is partially closed by a second transverse beam connected to the first longitudinal beam and the second longitudinal beam.
  • the front window opening in particular, is closed by a front window unit.
  • the mounting access opening in particular, is closed by a cover unit forming part of an outer shell of the vehicle head section.
  • either one of the fifth to seventh connecting technique may comprise any desired connecting technique or arbitrary combinations of different connecting techniques.
  • the fifth connecting technique comprises a cold joining process, in particular, a riveting process.
  • at least one of the sixth connecting technique and the seventh connecting technique comprises a bonding process, in particular, an adhesive bonding process such as, preferably, a gluing process.
  • the outer shell of the respective sidewall segment may be formed prior to the vehicle body assembly step, during the vehicle body assembly step or even after the vehicle body assembly step.
  • a head shell structure forming part of an outer shell of the head section is connected to the first head sidewall framework.
  • a head shell structure forming part of an outer shell of the head section is connected to the first vehicle sidewall.
  • the outer shell forming step may occur at any time prior to, during or after the vehicle body assembly step.
  • the head shell structure may have any desired design and composition, respectively.
  • the head shell structure comprises a plurality of elongated reinforcement elements connected to auxiliary elements of the first head sidewall framework to achieve a particularly stable structure as it has been outlined above.
  • the present invention further relates to a method of manufacturing a vehicle structure for a rail vehicle, in particular, the vehicle structure according to the invention, having a head section and a main body section.
  • the method comprises partially forming the head section and the main body section leaving at least one mounting access opening within the head section for inserting large interior equipment components into an interior of the head section. Subsequently, at least one such large interior equipment component is inserted into the interior of the head section via the at least one mounting access opening. Finally, the at least one mounting access opening is closed using a cover unit forming part of an outer shell of the vehicle head section.
  • Such a method has the advantage that large and/or heavy components of the vehicle may introduced into and mounted in the interior of the vehicle at a very late stage of the manufacturing process of the vehicle without having to transport the respective component over a long distance along the longitudinal direction. This greatly facilitates manufacture of the vehicle. Moreover, connecting techniques may be used for closing the respective mounting access which do not introduce a considerable amount of heat into the structure which might otherwise cause distortion of the structure.
  • a preferred embodiment of a rail vehicle 101 according to the present invention comprising a preferred embodiment of a vehicle structure according to the invention including a preferred embodiment of a vehicle head structure according to the invention will now be described in greater detail.
  • an xyz-coordinate system has been introduced into the Figures, wherein (on a straight, level track) the x-axis designates the longitudinal direction of the vehicle 101, the y-axis designates the transverse direction of the vehicle 101and the z-axis designates the height direction of the vehicle 101.
  • the vehicle 101 is a high-speed rail vehicle with a nominal operating speed above 250 km/h, more precisely above 300 km/h, namely 380 km/h.
  • the vehicle 101 comprises a vehicle structure in the form of a wagon body 102 supported in a conventional manner, in the region both of its ends, on running gears 103 (located in suitable running gear cutouts of the wagon body 102). It will be appreciated however that, with other embodiments of the invention, any other type of support of the wagon body on suitable running gears may be chosen.
  • the wagon body 102 comprises a head section 104 and a main body section 105 connected via an interface 106 comprising a head interface section 106.1 of the head section 104 and a mating main body interface section 106.2 of the main body section 105.
  • the head section 104 is located at the free end of the vehicle 101 which may form a leading or trailing end of a train the vehicle 101 forms part of.
  • the head section 104 houses a driver's compartment receiving a driver stand and further large and/or heavy equipment (not shown in greater detail) for controlling and operating the vehicle 101.
  • the head section 104 has a complex three-dimensionally shaped outer surface to fulfill specific aerodynamic requirements, while the main body section 105 has a substantially prismatic or two-dimensionally shaped outer surface as it has been outlined above.
  • the head section 104 comprises a vehicle head structure 104.1 which in turn comprises an interior head framework structure in the form of a head framework 104.2 (see Figure 2 , 3 and 4 ) and an outer head shell structure in the form of an outer head shell 104.3 (see Figure 5 ).
  • the interior head framework 104.2 comprises two main longitudinal beams 104.4 extending, in the longitudinal direction (x-direction), from a front end to a rear end of the head framework 104.2.
  • These main longitudinal beams 104.4 provide proper support of loads acting in the longitudinal direction (such as e.g. impact loads in a crash situation) against the adjacent main body section 105.
  • the two main longitudinal beams 104.4 are located at an upper side of the vehicle head structure 104.1 to provide structural stability in this area.
  • the two main longitudinal beams 104.4 in the mounted state of the vehicle head structure 104.1, are connected in the transverse direction (y-direction) via a plurality of transverse beams including a frontal first transverse beam 104.5 (carrying a wiper box receiving the drive unit for a wiper for the front window of the head section 104) and a second transverse beam 104.6, all welded to the main longitudinal beams 104.4 to provide good structural stability of the configuration.
  • the first and second transverse beam 104.5, 104.6 and the two longitudinal beams 104.4 form part of a front window frame for a front window unit 107 (see Figure 5 ) of the head section 104.
  • the head framework 104.2 comprises at a plurality of lateral main pillar elements including two center main pillar elements 104.8 as well as two rearward main pillar elements 104.9, all welded to the main longitudinal beams 104.4 to provide good structural stability of the configuration.
  • the two center main pillar elements 104.8 are located in a substantially common plane (parallel to the yz-plane) with the second transverse beam 104.6 such that an arc shaped structure is formed.
  • the head framework 104.2 comprises a plurality of auxiliary pillar elements 104.10 (firmly connected to the main longitudinal beams 104.4 to provide proper support to the outer shell 104.3 of the head section 104) and auxiliary beams 104.11 as well as further elements such as side window frames etc.
  • the auxiliary pillar elements 104.10 are mutually interconnected and connected to adjacent main pillar elements 104.8, 104.9, among others, by auxiliary longitudinal beam elements 104.12 to provide an overall structurally stable framework.
  • the auxiliary beams 104.11 are firmly connected, e.g. welded, to a (generally quadrangular) frame element 104.7 which itself is firmly connected, e.g. glued, to the main longitudinal beams 104.4, the second transverse beam 104.6 and the main body section 105 to provide proper support to the outer shell 104.3 in the top part of the head section 104.
  • a third transverse beam 104.13 (sitting underneath one of the auxiliary beams 104.11) is located in a substantially common plane (parallel to the yz-plane) with the rearward lateral main pillar elements 104.9 and connected to the main longitudinal beams 104.4 such that, here as well, an arc shaped structure is formed.
  • the third transverse beam 104.13 is connected to the longitudinal beams 104.4 by a cold joining process, such as riveting. It will be appreciated however that, with other embodiments of the invention, any other cold joining technique may be used, such as e.g. screwing, clamping but also gluing etc.
  • a mounting access opening 108 within the head framework 104.2 and the outer head shell 104.3 of the head section is used for introducing large and heavy components into the vehicle interior prior to closing the outer head shell 104.3 of the head section 104, thereby facilitating overall assembly and manufacture of the vehicle.
  • the mounting access opening 108 is delimited by the main longitudinal beams 104.4, the second transverse beam 104.6 and an interface profile (not shown in greater detail) of the main body section 105 (forming an interface for the frame 104.7).
  • a cover unit 104.15 including the frame 104.7, the auxiliary transverse beams 104.11 and the outer shell element 104.14 (as well as, for example, a head light module as indicated in Figure 3 to 5 ) may be inserted (as a pre-assembled module) and connected to the main longitudinal beams 104.4, the second transverse beam 104.6 and the rear transverse interface (not shown in greater detail) of the main body section 105 forming the interface for frame 104.7.
  • a cold joining process is used to avoid distortion of the structure due to heat (as it would be the case, for example, if a welding process was used).
  • the frame 104.7 of the cover unit 104.15 is glued onto the respective interfaces to firmly connect the cover unit 104.15 to the structure.
  • the opening provided by the front window frame may also be used for inserting equipment into the vehicle interior prior to mounting the front window unit 107.
  • connection of the front window unit 107 is preferably executed in a cold joining process.
  • the front window unit 107 is glued into the front window frame.
  • the main body section 105 comprises a bottom structure 105.1 protruding, in the longitudinal direction, into the head section 104.
  • the front end of the bottom structure 105.1 carries a substantially plate shaped frontal barrier unit in the form of the so-called barrier plate 109.
  • the plane of main extension of the barrier plate 109 is arranged to be substantially parallel to the yz-plane.
  • the barrier plate 109 (which is at least connected to the main body section 105 but can additionally cover the front of the internal head framework) is adapted to carry an impact energy absorbing unit comprising one or more impact energy absorbing devices (as is indicated by the dashed contour 110 in Figure 1 ).
  • the impact energy absorbing unit serves to absorb impact energy in a crash situation with a crash partner (e.g. another vehicle or an obstacle).
  • the mechanical interface 106 between the head section 104 and the main body section 105 is formed by the head interface section 106.1 and the mating main body interface section 106.2 partially extending obliquely to both the longitudinal direction and the height direction.
  • the head interface section 106.1 forms a stepped interface which, in an inclined, downward facing first section 106.3, is inclined with respect to the height direction (z-axis) and the longitudinal direction (x-axis).
  • a second section 106.4 and a third section 106.5 of the interface section 106.1, both located adjacent to the first section 106.3 are substantially parallel to the height direction (z-axis), while a fourth section 106.6 of the interface section 106.1 located adjacent to the third section 106.5 is inclined with respect to the height direction (z-axis) but parallel to the longitudinal direction (x-axis).
  • the respective sections 106.3 to 106.6 of the head interface section 106.1 define substantially planar interface surfaces.
  • the interface surfaces may be substantially parallel with respect to the transverse direction (y-direction) leading to fully planar interface surfaces.
  • the interface surface is selected such that, at each edge point of the interface edge formed at the intersection of the outer shell 104.3 and the interface surface, the tangential plane of interface surface (i.e., the plane tangent to the interface surface at this edge point) contains the surface normal of the outer shell 104.3 at the respective edge point as well as the tangent line (tangent to the interface edge at this edge point).
  • the head interface section in any of its sections, in particular, in the inclined first section, does not necessarily have to show a substantially planar interface surface. More precisely, the interface surface defined by the respective interface section may be an at least section wise angled surface and/or an at least section wise curved surface.
  • a tangential interface plane i.e. a plane that is tangent to the interface surface, in the present example, coincides with the respective interface surface.
  • This partially oblique interface 106 has the advantage that the split line between the head section 104 and the main body section 105, at the individual longitudinal level, may be placed at the height level where, for example, the part of the vehicle outer shell located below this height level still continues the prismatic (two-dimensionally shaped) outer surface of the main body section while, the part of the vehicle outer shell located above this height level already forms part of a complex (three-dimensionally shaped) part of the head section.
  • the (at least partially) inclined or oblique interface 106 in other words, in a highly beneficial way allows separating the complex three-dimensionally shaped part of the outer surface and the greatly less complex two dimensionally shaped part of the outer surface such that the head section 104 does not necessarily have any such prismatic areas.
  • the size of the head section 104 may be reduced and limited only to the complex three-dimensionally shaped part of the outer surface. This greatly facilitates manufacture of the head section 104.
  • the prismatic areas located at the same longitudinal level may be formed together with the main body section 105 in a way simpler manufacturing process (e.g. even in an extrusion process). Thus, manufacture of the overall structure is greatly facilitated.
  • the at least partially inclined or oblique interface 106 has the advantage that, compared to conventional vertically arranged interfaces, (nonetheless due to the increased interface area and the advantageous special arrangement) it provides a way better support to both loads in the height direction (such as e.g. gravitational loads) and torsional loads of the vehicle body structure 102 about the longitudinal direction.
  • loads in the height direction such as e.g. gravitational loads
  • torsional loads of the vehicle body structure 102 about the longitudinal direction.
  • the overall expense for the interface section 106 may be reduced compared to conventional designs.
  • a bottom part of the main body section 105 in the longitudinal direction, extends below the vehicle head structure 104.1 over 75% to 95%, more precisely about 85%, of the longitudinal dimension of the vehicle head structure 104.1 (between the end plate 109 and the second interface section 106.4).
  • the bottom part of the main body section 105 may extend over different fractions of the longitudinal dimension of the vehicle head structure 104.1.
  • the bottom part of the main body section 105 extends below the vehicle head structure 104.1 over at least 30%, more preferably over at least 50%, even more preferably over substantially 100%, of the longitudinal dimension of the vehicle head structure 104.1.
  • the inclined first section 106.3 may extend over an arbitrary fraction of the total length (i.e. dimension in the longitudinal direction) and/or an arbitrary fraction of the total height (i.e. dimension in the height direction) of the head section 104.
  • the inclined first section 106.3 may even extend over the total length and/or total height of the head section 104.
  • the inclined first section 106.3 may extend (either from the upper vertex of the head section 104 or, in an angled split line configuration, from an upper split line section similar to second section 106.4) down to the bottom structure 105.1, in particular, in some cases reaching up to the forward end of the bottom structure 105.1 (i.e. up to the end plate 109).
  • the location and dimension of the inclined section 106.3 may be selected as a function of the outlay of the head section 104, in particular, at the transition between the prismatic, two-dimensionally shaped outer surface areas and the complex three dimensionally shaped outer surface areas.
  • the obliauelv inclined section 106.3 in the height direction, extends substantially down to the interior floor level defined by the bottom structure 105.1.
  • a plurality of mutually spaced inclined sections may be provided. These inclined sections may, for example, alternate with one or more intermediate sections extending parallel to the height direction or, eventually, parallel to the longitudinal direction.
  • the lateral main pillar elements104.8 and 104.9 protrude beyond the interface 106.1 to provide a connector element reaching into the main body section 105.
  • the lateral main pillar elements104.8 and 104.9 reach down to the bottom structure 105.1 of the main body section 105 and are firmly connected to the bottom structure 105.1.
  • the arc shaped structure formed by the coplanar center main pillar elements 104.8 and the second transverse beam 104.6 is closed via the bottom structure 105.1 ultimately yielding a ring-shaped, highly stable structure.
  • the arc shaped structure formed by the third transverse beam 104.13 and the rearward lateral main pillar elements 104.9 are the same applies.
  • the frontal impact energy absorbing unit 110 is adapted to absorb the entire maximum impact energy to be taken by the vehicle 101 under given crash scenarios (e.g. prescribed according to national, international or operator regulations). Furthermore, the head framework 104.2 is adapted to undergo substantially no plastic deformation in this maximum frontal crash scenario. Obviously, this is beneficial in terms of protecting a driver and vital components of the vehicle 101 located in the head section in such a crash situation.
  • the auxiliary framework elements (such as the auxiliary pillar element 104.10 shown in Figure 6 ) and the main framework elements (such as the main pillar element 104.8 shown in Figure 6 ) support a head shell structure 104.16 forming part of an outer shell of the head section.
  • a beneficial support of the outer shell of the vehicle particularly against high aerodynamic loads (as they occur, for example, particularly in high-speed operations, at the entrance into a tunnel or an encounter with a passing vehicle) is achieved.
  • the head shell structure 104.16 comprises a plurality of elongated reinforcement elements 104.17 connected and extending transverse to the auxiliary pillar elements 104.10 and connected to an outer shell element 104.18, thereby beneficially increasing structural stability of the outer shell.
  • the reinforcement elements 104.17 preferably are monolithically formed with the outer shell element 104.18 (e.g. both generated in a common extrusion process).
  • any other connecting technique preferably cold bonding technique (to avoid heat induced distortion), may also be used.
  • the outer shell element 104.18 is connected directly to the main head framework element, thereby achieving a very beneficial introduction of loads into the head shell structure 104.16 and, ultimately, a highly structurally stable configuration.
  • a nose section 111 of the wagon body 102 covers the impact energy absorbing unit 110 as well as connectors (not shown) for providing mechanical, energy and/or data transfer connection with respect to another vehicle.
  • the nose section 111 may be formed as a separate component mechanically connected to the head section 104.
  • the nose section 111 may also be part of the head section 104.
  • the nose section may be formed in a similar manner as the head section 104.
  • the vehicle head structure 104.1 is formed as a differential structure composed of a plurality of mutually mechanically connected components, thereby facilitating manufacture of the overall structure.
  • At least a fraction of the components are connected at least partially in a fusion process, in particular, in a welding process.
  • Such configurations typically, facilitate repair of damaged sections.
  • at least a fraction of the components in particular, the components of the head framework structure 104.2 as well as the components of the outer shell structure 104.3, are made from a material comprising a light metal alloy, in particular, comprising aluminum.
  • Such configurations typically, allow very lightweight structures.
  • a first head sidewall framework located on one side of the head section 104 is formed in a separate manufacturing station, the first head sidewall framework comprising one of the longitudinal beams 104.4, the main pillar elements 104.8 and 104.9, the auxiliary framework elements 104.10 for this first head sidewall framework and the auxiliary longitudinal framework element 104.12.
  • the second head sidewall framework located on the other side of the head section 104 and comprising the corresponding components may be formed.
  • a first and second three-dimensionally shaped parts of the head shell structure 104.16 as outlined above i.e. comprising the reinforcement elements 104.17 and the outer shell element 104.18) for the respective side of the head section 104 is formed in a separate manufacturing station.
  • the first part of the head shell structure 104.16 is connected to the associated first head sidewall framework (i.e. components 104.4, 104.8, 104.9, 104.10, 104.12) to form a first head sidewall while the second part of the head shell structure 104.16 is connected to the second head sidewall framework (i.e. components 104.4, 104.8, 104.9, 104.10, 104.12) to form a second head sidewall, respectively, to provide the configuration as described above in the context of Figure 6 .
  • first head sidewall framework i.e. components 104.4, 104.8, 104.9, 104.10, 104.12
  • each one of the first and second sidewalls is connected via the respective part of the interface 106 to an adjacent third and fourth (prismatic) main body sidewall (more precisely, a main body sidewall segment) of the main body section 105 to form a first and second vehicle side wall (more precisely, a first and second vehicle sidewall segment), respectively.
  • the first and second vehicle sidewalls are connected to the bottom structure 105.1 of the main body section 105 and to a roof structure 105.2 of the main body section to form the vehicle body 102.
  • the longitudinal beams 104.1 are connected via the barrier plate 109 and the transverse beams 104.5 and 104.6 to provide the configuration as described above, thereby achieving a firm and rigid connection between the two vehicle sidewalls.
  • the respective head sidewall framework may be connected to the associated main body sidewall after the main body sidewall has been connected to the bottom structure 105.1 and to the roof structure 105.2 of the main body section 105.
  • the first and second head sidewall framework i.e. components 104.4, 104.8, 104.9, 104.10, 104.12
  • the head framework 104.2 may be pre-assembled (either alone or already with parts of the outer shell structure 104.3 mounted thereon) and then connected as a whole unit via the interface 106 to the main body section 105.
  • the respective outer shell structure of the head segments and/or the main body segments may be mounted at any desired point in time prior to or after connecting the respective (head and/or main body) sidewall frameworks to each other, to the bottom structure 105.1 and/or to the roof structure 105.2.
  • connecting techniques used in any of these steps may comprise any desired connecting technique or arbitrary combinations of different connecting techniques.
  • at least one of these connecting techniques comprises a fusion process, in particular, a welding process.
  • the large and/or heavy components are inserted into the vehicle interior via the manufacturing access opening 108 as it has been outlined above.
  • the third transverse beam 104.14 is mounted in the way it has been described above.
  • the frame 104.7 with the auxiliary transverse beams 104.11 and the outer shell element 104.14 forming the corresponding part of the outer shell closing the mounting access opening 108 are installed in the way it has been described above. As mentioned, this may happen by mounting a (previously manufactured) cover unit 104.15 including the frame 104.7, the auxiliary transverse beams 104.11 and the outer shell element 104.14.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)

Claims (15)

  1. Véhicule ferroviaire, en particulier un véhicule ferroviaire à grande vitesse, ayant une section de tête (104) et une section de corps principal (105) dans lequel:
    - une structure de tête de véhicule (104.1) de ladite section de tête (104) a une section d'interface de tête (106.1) formant une interface mécanique avec une section d'interface de corps principal correspondante de ladite section de corps principal (105) ;
    - ladite structure de tête de véhicule (104.1) définissant une direction longitudinale, une direction transversale et une direction de hauteur ;
    - ladite structure de tête de véhicule (104.1) est configurée de telle sorte que, dans un état monté, une partie inférieure de ladite section de corps principal (105), dans ladite direction longitudinale, s'étend en dessous de ladite structure de tête de véhicule (104.1),
    caractérisé en ce que
    - ladite structure de tête de véhicule (104.1) a une structure d'ossature intérieure (104.2) comprenant au moins deux poutres longitudinales (104.4) s'étendant, dans ladite direction longitudinale, d'une extrémité avant à une extrémité arrière de ladite structure d'ossature intérieure (104.2), et étant reliées par au moins une poutre transversale (104.6) ;
    - lesdites deux poutres longitudinales (104.4) et ladite poutre transversale (104.6, 104.13) confinent une ouverture d'accès de montage (108) située, dans ladite direction longitudinale, entre ladite poutre transversale (104.6) et ladite extrémité arrière de ladite structure d'ossature intérieure (104.2),
    - ladite ouverture d'accès de montage (108) étant utilisable pendant la fabrication dudit véhicule pour insérer de grands composants d'équipement intérieur dans un intérieur de ladite section de tête (104) ;
    - ladite ouverture d'accès au montage (108) étant partiellement fermée par une autre poutre transversale (104.13) reliée auxdites poutres longitudinales (104.4) dans un processus d'assemblage à froid, en particulier, dans un processus de rivetage ;
    - ladite ouverture d'accès au montage (108) étant fermée par une unité de couvercle (104.15) faisant partie d'une coque extérieure de ladite structure de tête de véhicule (104.1).
  2. Véhicule ferroviaire selon la revendication 1, dans lequel
    - ledit tronçon d'interface de tête (106.1) comprend au moins un premier tronçon incliné (106.3), qui est incliné par rapport à ladite direction de hauteur et à ladite direction longitudinale,
    dans lequel
    - ladite section d'interface de tête (106.1), en particulier, définit une surface d'interface, ladite surface d'interface définissant un plan d'interface tangentiel, ledit plan d'interface tangentiel étant tangentiel à ladite surface d'interface;
    - ledit plan d'interface, dans ledit au moins un premier tronçon incliné (106.3), ayant une première inclinaison par rapport à ladite direction de hauteur, ladite première inclinaison, notamment, allant de 5° à 85°, de préférence de 30° à 80°, plus préférentiellement de 60° à 70° ;
    et/ou
    - ladite surface d'interface, dans ladite direction de hauteur, étant tournée vers le bas en direction d'une voie sur laquelle roule ledit véhicule.
  3. Véhicule ferroviaire selon la revendication 2, dans lequel
    - ledit plan d'interface est sensiblement parallèle à ladite direction transversale
    et/ou
    - ledit plan d'interface, dans au moins un deuxième tronçon situé à côté dudit premier tronçon incliné (106.3), est sensiblement parallèle à ladite direction de hauteur ou sensiblement parallèle à ladite direction longitudinale
    et/ou
    - ladite surface d'interface, dans un plan parallèle à ladite direction de hauteur et à ladite direction longitudinale, définit un contour d'interface escalier.
  4. Véhicule ferroviaire selon l'une des revendications 2 ou 3, dans lequel
    - ledit véhicule ferroviaire dans la zone de ladite section de tête (104) a une structure inférieure (105.1) définissant un niveau de sol intérieur et une dimension de hauteur maximale au-dessus dudit niveau de sol intérieur dans ladite direction de hauteur ;
    - ladite au moins une section inclinée, dans ladite direction de hauteur, s'étendant sur 10 % à 90 % de ladite dimension de hauteur maximale, de préférence sur 25 % à 75 % de ladite dimension de hauteur maximale, plus préférentiellement sur 40 % à 65 % de ladite dimension maximale dimension en hauteur ;
    et/ou
    - ladite au moins une première section inclinée (106.3), dans ladite direction de hauteur, s'étendant vers le bas sensiblement jusqu'audit niveau du sol intérieur.
  5. Véhicule ferroviaire selon l'une des revendications 1 à 4, dans lequel
    - ladite structure d'ossature intérieure (104.2) comprend une unité de barrière frontale (109) adaptée pour porter au moins un dispositif d'absorption d'énergie de choc (110), ladite unité de barrière frontale (109), en particulier, étant une unité sensiblement en forme de plaque ;
    et/ou
    - ledit véhicule est adapté pour subir, dans un scénario de collision frontale maximal défini, une charge maximale de choc frontal, ladite structure d'ossature intérieure (104.2) étant adapté pour ne subir sensiblement aucune déformation plastique dans ledit scénario de collision frontale maximale ;
    et/ou
    - ladite structure d'ossature intérieure (104.2) comprend au moins un élément de pilier principal latéral (104.8, 104.9), ledit élément de pilier principal latéral (104.8, 104.9), dans ladite direction de la hauteur, faisant saillie au-delà de ladite section d'interface (106.3) pour fournir un élément connecteur atteignant ladite section de corps principal (105), en particulier, vers le bas jusqu'à une structure de sol (105.1) de ladite section de corps principal (105);
    et/ou
    - ladite structure d'ossature intérieure (104.2) comprend au moins deux éléments de pilier principal latéraux (104.8, 104.9) situés dans un plan commun et reliés dans ladite direction transversale par l'intermédiaire d'une poutre transversale (104.6, 104.13) pour former une structure de support principale en forme d'arc de ladite structure de cadre intérieure (104.2), lesdits éléments de pilier principal latéraux (104.8, 104.9), en particulier, s'étendant, dans ladite direction de hauteur, ver le bas jusqu'à une structure de sol (105.1) de ladite section de corps principal (105);
    et/ou
    - lesdites deux poutres longitudinales (104.4) sont situées sur un côté supérieur de ladite structure de tête ;
    et/ou
    - ladite structure d'ossature intérieure (104.2) comprend une pluralité d'éléments de pilier auxiliaires (104.10) et/ou une pluralité de poutres auxiliaires (104.11) supportant une structure de coque (104.3) formant une coque externe de ladite section de tête (104), ladite structure de coque (104.3), en particulier, comprenant une pluralité d'éléments de renforcement allongés (104.17) connectés auxdits éléments de pilier auxiliaires (104.10) et/ou auxdites poutres auxiliaires (104.11);
    et/ou
    - ladite structure d'ossature intérieure (104.2) comprend une pluralité d'éléments d'ossature principale (104.4, 104.6, 104.8, 104.9, 104.13) et une pluralité d'éléments d'ossature auxiliaire (104.10, 104.11) supportant une structure de coque externe (104.3) comprenant un élément de coque externe (104.18) formant une coque externe de ladite section de tête (104) et une pluralité d'éléments de renforcement allongés connectés audit élément de coque externe (104.18), lesdits éléments de renforcement (104.17) étant connectés auxdits éléments de d'ossature auxiliaire (104.10, 104.11), ledit élément de coque externe (104.18) étant relié directement auxdits éléments d'ossature principale (104.4, 104.6, 104.8, 104.9, 104.13).
  6. Véhicule ferroviaire selon l'une des revendications 1 à 5, dans lequel
    - dans ledit état monté, ladite partie inférieure de ladite section de corps principal (105), dans ladite direction longitudinale, s'étend sur au moins 30 %, plus préférentiellement sur au moins 50 %, encore plus préférentiellement sur sensiblement 100 %, d'une dimension longitudinale de ladite structure de tête de véhicule (104.1).
  7. Véhicule ferroviaire selon l'une des revendications 1 à 6, dans lequel
    - ladite structure de tête de véhicule (104.1) est formée comme une structure différentielle composée d'une pluralité de composants reliés mécaniquement (104.4 à 104.18);
    - au moins une fraction desdits composants (104.4 à 104.12, 104.16 à 104.18) étant connectée au moins partiellement dans un procédé de fusion, en particulier, dans un procédé de soudage ;
    et/ou
    - au moins une fraction desdits composants (104.4 à 104.18) étant constituée d'un matériau comprenant un alliage métallique léger, notamment, comprenant de l'aluminium.
  8. Véhicule ferroviaire selon l'une des revendications 1 à 7, dans lequel ledit véhicule ferroviaire est adapté pour être utilisé pour un fonctionnement à grande vitesse à des vitesses de fonctionnement nominales supérieures à 250 km/h, de préférence supérieures à 300 km/h, plus préférablement supérieures 350 km/h.
  9. Structure de carrosserie de véhicule pour un véhicule ferroviaire, en particulier dudit véhicule ferroviaire selon l'une des revendications 1 à 7, comprenant
    - une structure de tête de véhicule (104.1) formant une section de tête (104) de ladite structure de carrosserie de véhicule et une structure de corps principal formant une section de corps principal (105) de ladite structure de carrosserie de véhicule ;
    - ladite section de corps principal (105), en particulier, ayant une surface extérieure qui est sensiblement prismatique le long ladite direction longitudinale ;
    dans lequel
    - ladite structure de tête de véhicule (104.1) a une section d'interface de tête (106.1) formant une interface mécanique avec une section d'interface de corps principal correspondante de ladite section de corps principal (105) ;
    - ladite structure de tête de véhicule (104.1) définissant une direction longitudinale, une direction transversale et une direction de hauteur ;
    - ladite structure de tête de véhicule (104.1) est configurée de telle sorte que, dans un état monté, une partie inférieure de ladite section de corps principal (105), dans ladite direction longitudinale, s'étend en dessous de ladite structure de tête de véhicule (104.1),
    - ladite section de corps principal (105), en particulier, comprend une structure de sol (105.1) définissant un niveau de sol intérieur et s'étendant, dans ladite direction longitudinale, dans ladite section de tête (104),
    caractérisé en ce que
    - ladite structure de tête de véhicule (104.1) a une structure d'ossature intérieure (104.2) comprenant au moins deux poutres longitudinales (104.4) s'étendant, dans ladite direction longitudinale, d'une extrémité avant à une extrémité arrière de ladite structure d'ossature intérieure (104.2), et étant reliées par au moins une poutre transversale (104.6) ;
    - lesdites deux poutres longitudinales (104.4) et ladite poutre transversale (104.6, 104.13) confinent une ouverture d'accès de montage (108) située, dans ladite direction longitudinale, entre ladite poutre transversale (104.6) et ladite extrémité arrière de ladite structure d'ossature intérieure (104.2),
    - ladite ouverture d'accès de montage (108) étant utilisable pendant la fabrication dudit véhicule pour insérer de grands composants d'équipement intérieur dans un intérieur de ladite section de tête (104) ;
    - ladite ouverture d'accès au montage (108) étant partiellement fermée par une autre poutre transversale (104.13) reliée auxdites poutres longitudinales (104.4) dans un processus d'assemblage à froid, en particulier, dans un processus de rivetage ;
    - ladite ouverture d'accès au montage (108) étant fermée par une unité de couvercle (104.15) faisant partie d'une coque extérieure de ladite structure de tête de véhicule (104.1).
  10. Procédé de fabrication de la structure de carrosserie de véhicule selon la revendication 8, comprenant
    - dans une première étape d'une étape de formation de flanc, utilisant au moins un premier technique de liaison, formant une première ossature de flanc de tête de ladite section de tête (104), ladite première ossature de flanc de tête comprenant une première poutre longitudinale (104.4) et/ou un premier élément de pilier principal (104.8, 104.9) et/ou une pluralité de premiers éléments d'ossature auxiliaire (104.10, 104.12),
    - dans une étape d'assemblage de caisse de véhicule utilisant au moins une deuxième technique de liaison, former la liaison d'un premier flanc de véhicule à une structure de sol (105.1) de ladite section de caisse principale (105) et, en particulier, à une structure de toit de ladite section de caisse principale (105) pour former une carrosserie de véhicule ;
    - ladite première ossature de flanc de tête étant intégrée dans ledit premier flanc de véhicule avant ou pendant ladite étape d'assemblage de carrosserie de véhicule ;
    - au moins l'une de ladite première technique de liaison et de ladite deuxième technique de liaison, notamment, comprenant un procédé de fusion, notamment un procédé de soudage.
  11. Procédé selon la revendication 10, dans lequel
    - dans une deuxième étape de ladite étape de formation de flanc, en utilisant au moins une troisième technique de liaison, connectant ladite première ossature de flanc de tête à un flanc de corps principal de ladite section de corps principal (105) pour former ledit premier flanc de véhicule et connecter ledit premier flanc de véhicule à ladite structure de sol (105.1);
    ou
    - dans ladite étape d'assemblage de carrosserie de véhicule, en utilisant au moins une troisième technique de liaison, connectant un flanc de corps principal dudit corps de wagon à ladite structure de sol (105.1) et ensuite connectant ladite première ossature de flanc de tête audite flanc de corps principal pour former ledit premier flanc de véhicule;
    - ladite troisième technique de liaison comprenant notamment un procédé de fusion, notamment un procédé de soudage.
  12. Procédé selon la revendication 10 ou 11, dans lequel
    - dans ladite étape d'assemblage de carrosserie de véhicule, utilisant une quatrième technique de liaison, une deuxième poutre longitudinale (104.4) d'une deuxième ossature de flanc de tête est reliée à ladite première poutre longitudinale (104.4) par l'intermédiaire d'une première poutre transversale (104.6) s'étendant dans ladite direction transversale ;
    - ladite première poutre longitudinale (104.4) et ladite seconde poutre longitudinale (104.4), en particulier, étant situées sur un côté supérieur de ladite structure de tête ;
    - ladite première poutre longitudinale (104.4), ladite deuxième poutre longitudinale (104.4) et ladite première poutre transversale (104.6), en particulier, faisant partie d'un cadre de vitre avant d'une ouverture de vitre avant dudit tronçon de tête (104) ;
    - ladite première poutre longitudinale (104.4), ladite deuxième poutre longitudinale (104.4) et ladite première poutre transversale (104.6), en particulier, confinant une ouverture d'accès de montage (108) située, dans ladite direction longitudinale, entre ladite poutre transversale (104.6) et une extrémité arrière de ladite section de tête (104), ladite ouverture d'accès de montage (108) étant utilisable pour insérer de grands composants d'équipement intérieur dans un intérieur de ladite section de tête (104);
    - ladite première poutre transversale (104.6), en particulier, étant située dans un plan sensiblement commun avec un premier élément de pilier principal latéral (104.8) connecté à ladite première poutre longitudinale (104.4) et un deuxième élément de pilier principal latéral (104.8) connecté à ladite deuxième poutre longitudinale (104.4) pour former une structure de support principale en forme d'arc, ledit premier élément de pilier principal latéral (104.8) et ledit deuxième élément de pilier principal latéral (104.8), en particulier, s'étendant, dans ladite direction de hauteur, vers le bas jusqu'à ladite structure de sol (105.1) et, en particulier, étant reliée à ladite structure de sol (105.1);
    - ladite quatrième technique de liaison, notamment, comprenant un procédé de fusion, notamment un procédé de soudage.
  13. Procédé selon la revendication 12, dans lequel
    - dans ladite étape d'assemblage de la carrosserie du véhicule, au moins un grand composant d'équipement intérieur est inséré dans ledit intérieur de ladite section de tête (104) via ladite ouverture d'accès de montage (108) et/ou ladite ouverture de fenêtre avant, ledit composant d'équipement intérieur, en particulier, étant l'un d'un tableau de bord, d'une armoire d'équipement électrique et d'un gaine de câble;
    - dans ladite étape d'assemblage de la carrosserie du véhicule, après insertion dudit composant d'équipement intérieur et en utilisant une cinquième technique de liaison, ladite ouverture d'accès de montage (108), en particulier, est partiellement fermée par une deuxième poutre transversale (104.13) reliée à ladite première poutre longitudinale (104.4) et ladite seconde poutre longitudinale (104.4);
    - dans ladite étape d'assemblage de la carrosserie du véhicule, après insertion dudit composant d'équipement intérieur et en utilisant une sixième technique de liaison, ladite ouverture de fenêtre avant, notamment, est fermée par une unité de fenêtre avant (107) ;
    - dans ladite étape d'assemblage de la carrosserie du véhicule, après insertion dudit composant d'équipement intérieur et en utilisant une septième technique de liaison, ladite ouverture d'accès de montage (108), en particulier, est fermée par une unité de couvercle (104.15) faisant partie d'une coque extérieure de ladite section de tête de véhicule (104) ;
    - ladite cinquième technique d'assemblage comprenant notamment un procédé d'assemblage à froid, notamment un procédé de rivetage ;
    - au moins l'une de ladite sixième technique de liaison et de ladite septième technique de liaison, notamment, comprenant un procédé de fusion, notamment un procédé de bondage adhésif, de préférence un procédé de collage.
  14. Procédé selon l'une des revendications 10 à 13, dans lequel
    - dans ladite étape de formation de flanc, une structure de coque de tête (104.3) faisant partie d'une coque externe de ladite section de tête (104) est connectée à ladite première structure de flanc de tête ;
    ou
    - dans une étape de formation de coque externe, après ladite étape de formation de flanc, une structure de coque de tête (104.3) faisant partie d'une coque externe de ladite section de tête (104) est connectée audit premier flanc de véhicule ;
    - ladite structure de coque de tête (104.3), en particulier, comprenant une pluralité d'éléments de renforcement allongés (104.17) reliés à des éléments auxiliaires de ladite première ossature de flanc de tête ;
  15. Procédé de fabrication de ladite structure de carrosserie de véhicule selon la revendication 9, comprenant
    - former partiellement ladite section de tête (104) et ladite section de corps principal (105) laissant au moins une ouverture d'accès de montage (108) dans ladite section de tête (104) pour insérer de grands composants d'équipement intérieur dans un intérieur de ladite section de tête (104);
    - insérer lesdits grands composants d'équipement intérieur dans ledit intérieur de ladite section de tête (104) via ladite au moins une ouverture d'accès de montage (108) ; et
    - fermer ladite au moins une ouverture d'accès au montage (108) en utilisant une unité de couvercle (104.15) faisant partie d'une coque extérieure de ladite section de tête de véhicule (104).
EP13711020.1A 2013-03-18 2013-03-18 Structure de véhicule pour véhicule ferroviaire Active EP2976244B1 (fr)

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DE102016208693A1 (de) * 2016-05-20 2017-11-23 Siemens Aktiengesellschaft Fahrzeug, insbesondere Schienenfahrzeug
CN109625014A (zh) * 2018-12-12 2019-04-16 中车青岛四方机车车辆股份有限公司 一种轨道车辆的车头结构
EP3741641A4 (fr) * 2019-02-26 2022-04-06 CRRC Changchun Railway Vehicles Co., Ltd. Structure de locomotive pour unité électrique multiple
CN110732798B (zh) * 2019-11-11 2021-03-16 中车长春轨道客车股份有限公司 动车组头车侧墙倾角的加工方法
CN112622950A (zh) * 2021-01-18 2021-04-09 中车青岛四方机车车辆股份有限公司 司机室骨架结构、司机室及轨道车辆
CN112622945B (zh) * 2021-01-18 2022-05-27 中车青岛四方机车车辆股份有限公司 司机室内饰结构、司机室、轨道车辆及组装方法
CN112660178B (zh) * 2021-01-18 2022-11-18 中车青岛四方机车车辆股份有限公司 司机室及司机室的组装方法

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DE4442263A1 (de) * 1994-11-28 1996-05-30 Fritz Prof Dr Ing Frederich Stoßdynamische Fahrzeugkontur
EP0838384B1 (fr) * 1996-10-23 2003-04-02 Bombardier Transportation GmbH Caisse d'un véhicule ferroviaire et véhicule ferroviaire avec une telle caisse
WO2002018189A1 (fr) * 2000-08-28 2002-03-07 Mitsubishi Heavy Industries, Ltd. Structure de corps
DE102006044397A1 (de) * 2006-09-18 2008-03-27 Bombardier Transportation Gmbh Kopfmodul für ein Schienenfahrzeug
FR2917042B1 (fr) 2007-06-07 2009-12-04 Alstom Transport Sa Cabine de conduite de train comprenant une verriere.
PL2383161T5 (pl) * 2010-04-29 2017-10-31 Bombardier Transp Gmbh Czoło pojazdu o zredukowanej wrażliwości na wiatr boczny

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CN105102294A (zh) 2015-11-25
CN105102294B (zh) 2019-03-01
WO2014146681A1 (fr) 2014-09-25
EP2976244A1 (fr) 2016-01-27

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