LARGE COMPONENT FOR A RAIL VEHICLE

Description

Technical area

[0001] The invention relates to a large component for a rail vehicle. State of the art

[0002] Large components of rail vehicles, such as side walls, end walls, roofs or underframes, can be manufactured from metal using a so-called differential construction method. In this differential construction method, a framework structure is constructed from sheet metal profiles and covered with a sheet metal panel, with the sheet metal panel forming the outer skin of the large component. The resulting structure offers high strength with low weight and is equally suitable for production from steel or stainless steel. The framework structure is made up of frames and stringers oriented perpendicular to the frames, which are usually welded to each other and to the paneling. The structure constructed in this way does not sufficiently meet modern requirements for strength and low mass, so optimizations of this construction method have been developed.For example, the paneling can be made up of a number of sheets, each with different properties, so that sheets with a greater thickness or a different material composition are provided in places with high strength requirements. Typically, the corners of door and window cutouts require greater strength, which is not necessary in other places. The sheet metal parts are usually joined together by welding, whereby a welding process with the lowest possible heat input should be selected so that the components are only slightly distorted and the necessary rework, e.g. grinding and cementing, can be minimized. Automatable welding processes are particularly advantageous, although the design must ensure that the weld is accessible to the welding machine.A frequently used welding process is spot welding, in which an electric current is passed through two overlapping sheets, melting them locally. This requires the sheets to overlap, which can increase the mass of the large component and potentially cause problems with rust protection at the overlap point. For the arrangement of interior components such as seats, grab bars, ticket machines, trim parts, etc., fastening points are provided to which these interior components can be removably attached. So-called C-rails have proven to be effective for this purpose, as they allow precise adjustment of the installation location.The simultaneous fulfillment of different requirements for a large rail vehicle component, in particular low mass with optimal local distribution of strength, corrosion protection and automatable manufacturability with minimal rework requirements as well as the integration of a C-rail cannot be achieved with measures known from the state of the art.

[0003] For example, the disclosure EP 3 369 638 A1 describes a large component for a rail vehicle, comprising a lattice-shaped assembly of flat bows and T-shaped frames, as well as a planking, wherein a rail with a closed cross-section is arranged on at least one of the bows. Description of the invention

[0004] The invention is therefore based on the object of specifying a large component of a rail vehicle which is optimized with regard to its production by means of laser welding and which comprises a C-rail.

[0005] The problem is solved by a large component for a rail vehicle having the features of claim 1. Advantageous embodiments are the subject of subordinate claims.

[0006] According to the basic idea of ​​the invention, a large component for a rail vehicle is constructed, comprising a lattice-shaped assembly of bows and frames and a planking of this lattice-shaped assembly, wherein the frames are designed as flat sheet metal parts which are butt-welded to the planking, and the bows are designed as flat sheet metal parts which are butt-welded to the planking, wherein a C-rail is arranged on at least one of the bows.

[0007] This provides the advantage of being able to create a planked bow wall which can be manufactured automatically, includes a C-rail and whose individual parts are each very easy to manufacture.

[0008] According to the invention, a composite of bows and frames is to be produced, whereby the bows and frames are designed as flat sheet metal parts. In contrast to conventional construction, which usually uses Z-profiles or hat profiles, the present solution allows the use of a flat sheet metal cut, as no overlaps are required to create a weld seam. The bows and frames are connected to the planking in each case using a butt joint via a so-called T-joint. Such a weld seam is preferably produced by laser welding, as this applies the required energy in a very limited spatial area and thus the distortion of the connected components is minimal. Furthermore, laser welding does not impair the surface quality of the planking on the side facing away from the weld seam, so that no rework such as cementing and sanding is required there.This is particularly advantageous since this side is generally a visible surface whose appearance is of great importance.

[0009] A further advantage of this process is that the smaller heat-affected zone makes the use of work-hardened steels preferable, as their strength is only minimally affected.

[0010] Before assembly with the planking and frames, the bows are at least partially connected with a C-rail and joined as a single, prefabricated assembly with the frames and planking to form a single large component. It is advantageous to use a C-rail made of the same material as the bows, which is manufactured from sheet metal using a forming process. Roll profiling can typically be used for this purpose.

[0011] The bows are divided into individual bow sections, which are welded to the side of the C-rail facing away from the opening. The frames fit into the gaps between the individual bow sections during assembly of the large component, creating a lattice structure.

[0012] In a further development of the invention, it is advantageous to equip the frames with an outer contour that allows the C-rail to be positioned against the frames in their assembly position. In this way, forces acting on the C-rail, particularly vertically downward weight forces, can be transferred directly into the frames and thus the large component through interior fittings. The bows are thus essentially freed from bending forces.

[0013] It is also advantageous to weld the C-rail to the frames at its contact surface. This allows forces directed away from the contact surface to be transferred to the frames, eliminating a potential source of noise.

[0014] The proposed design offers excellent corrosion protection even when using conventional, non-stainless steel, as the entire surface of all components is easily accessible and can be coated with an appropriate rust protection coating. The construction of simple, flat sheet metal pieces eliminates undercuts, which corrosion protection often has difficulty penetrating. In particular, the exclusive use of butt welds and the resulting elimination of double sheet layers make corrosion protection measures particularly easy to implement.

[0015] A further advantage is the lower mass of a large component compared to a large component of the same dimensions and strength, since double sheet layers for producing weld seams are no longer required.

[0016] A preferred embodiment of the invention provides for the sheathing to be constructed from a plurality of sheets having different material compositions or thicknesses. This allows for locally increased strength requirements, for example, at window corners or the connection of door pillars, to be taken into account without having to provide this increased strength in places where this is not required. It is essential to design the outer skin of the large component without any steps; the different sheet thicknesses must be taken into account on the inside of the sheathing by appropriately dimensioning the bows and frames.

[0017] The large component according to the invention is particularly advantageous for use as a side panel of a rail vehicle, as this makes its specific advantages, particularly the integration of a C-rail, particularly effective. Interior fittings such as seats, partitions, grab bars, etc., are usually attached to the side panels. Use as a bulkhead or roof is also possible, as these often also support additional components such as ventilation ducts, roof panels, or ticket machines.

[0018] In a further development of the invention, it is recommended to connect a C-rail to the large component in the manner specified, arranging it below a window frame and equipping it with water inlet and drainage holes. The water inlet holes are to be provided above the attachment to the bows at the base of the C-profile in the installed position. In this way, water that has penetrated through the window seals can be collected at a predetermined location and drained away in a directed manner, preventing it from reaching other parts of the side wall structure. Drainage from the C-rail occurs via water drainage holes located on the underside of the C-rail (in the installed position) at those locations where reliable water drainage is guaranteed. Brief description of the drawings

[0019] Examples include: Fig.1 Large component cut. Fig.2 Large component view. Fig.3Large component oblique view. Fig.4 Large component detail. Implementation of the invention

[0020] Fig.1shows, by way of example and schematically, a large component of a rail vehicle in a sectional view. It shows a highly abstract section through a large component 1 in the form of a side wall, which is manufactured using a differential construction. This large component 1 is made up of a planking 4 and a framework made of bows 2 and frames 3, whereby the section shown runs vertically between two frames 3. The bows 2 are designed as flat sheet metal parts and butt-welded to the planking 4 by means of a laser weld seam 6. The frames 3, which are vertically oriented in the installed position, are also welded to the planking 4 (weld seam not shown) and have a contour such that a formation on the frames 3 is designed to support a C-rail 5. This C-rail 5 is connected to the bows 2 by means of a laser weld seam 6.There is no direct connection between the bows 2 and the frames 3. The lower edge of the C-rail 5 is connected to the frames 3 at their support contours by a short weld seam 7. Forces acting on the C-rail 5 are thus transmitted directly to the frames 3.

[0021] Fig.2 shows an exemplary and schematic view of a large component of a rail vehicle in a view of the supporting structure consisting of bows and frames. It is the abstracted example from Fig.1 shown in the view from the inside of the large component, with the bows 2 concealed by the C-rail 5. The bows 2 do not touch the frames 3 and are not welded to them. However, the C-rail 5 is connected to the frames 3 by a weld seam 7. The laser welding process enables the precise positioning of such a weld seam with a very small spatial extent.

[0022] Fig.3shows, by way of example and schematically, a large component of a rail vehicle in an oblique view. It shows a section of a large component 1 of a rail vehicle in an oblique view from the inside, which forms a side wall with two window cutouts. The large component 1 comprises a supporting structure made of bows 2 and frames 3, with C-rails arranged on the bows 2. The frames 3 are set closer together between the window spaces in order to reduce the deflection of the side wall. In the exemplary embodiment shown, three C-rails 5 are provided below the window cutouts, which can be used, for example, to attach seats. The same principle on which the invention is based can also be used in a roof, for example for attaching cable trays or air conditioning ducts, or in an end wall.

[0023] Fig.4shows an example and schematic detail of the major component of a rail vehicle from Fig.3 The support of the C-rail 5 on a frame 3 is shown, whereby the shape of the outer contour of the frame 3 ensures precise support of the C-rail 5. In this way, a weld seam can precisely connect the C-rail 5 to the frame 3. List of names

[0024] 1Large component 2Bow 3Frame 4Planking 5C-rail 6Laser weld 7Weld

Claims

1. Large component (1) for a rail vehicle, comprising a grid-like structure of bows (2) and ribs (3) and a panelling (4) of this grid-like structure, wherein the ribs (3) are designed as planar sheet metal parts which are butt-welded to the panelling (4), and the bows (2) are designed as planar sheet metal parts which are butt-welded to the panelling (4), wherein a C-rail (5) is arranged on at least one of the bows (2).

2. Large component (1) for a rail vehicle according to claim 1, characterised in that a C-rail (5) is arranged on the at least one bow (2), wherein this C-rail (5) is designed as a roll-profiled part which is butt-welded to the bow (2).

3. Large component (1) for a rail vehicle according to claim 1 or 2, characterised in that the ribs (3) have an outer contour which allows the C-rail to be mounted on the ribs (3) in its assembly position.

4. Large component (1) for a rail vehicle according to claim 3, characterised in that the C-rail (5) is welded to the ribs (3) at one point at least.

5. Large component (1) for a rail vehicle according to one of claims 1 to 4, characterised in that the large component (1) is designed as a side wall.

6. Large component (1) for a rail vehicle according to one of claims 1 to 4, characterised in that the large component (1) is designed as an end wall.

7. Large component (1) for a rail vehicle according to one of claims 1 to 4, characterised in that the large component (1) is designed as a roof.

8. Large component (1) for a rail vehicle according to one of claims 1 to 7, characterised in that the panelling (4) is constructed from a plurality of metal sheets which have different material compositions or thicknesses.

9. Large component (1) for a rail vehicle according to one of claims 1 to 8, characterised in that the bows, ribs, panelling and the C-rail are welded by means of a laser welding method.

10. Large component (1) for a rail vehicle according to one of claims 1 to 9, characterised in that the bows (2), ribs (3), panelling (4) and the C-rail (5) are manufactured from corrosion-resistant steel or non-corrosion-resistant steel.

11. Large component (1) for a rail vehicle according to one of claims 1 to 10, characterised in that the large component (1) is fitted with a window frame and a C-rail (5) is arranged below a window frame, wherein water inlet holes and water outlet holes are introduced into the C-rail (5).