Side wall for a body of a rail vehicle and method for producing the side wall

Abstract

The invention relates to a side wall (40) of a car body and a method for manufacturing the side wall (40), wherein the side wall (40) has a support structure (70) and at least one outer wall (65) with at least one first wall element (80) and a second wall element (85) adjoining the first wall element (80), wherein the first wall element (80) is connected to the support structure (70) by means of a spot weld (160) and the second wall element (85) is connected to the support structure (70) by means of a second laser weld (162).

Description

[0001] The invention relates to a side wall according to claim 1 and a method for producing the side wall according to claim 12.

[0002] A support structure module for a car body is known from EP 3 798 080 A1.

[0003] It is an object of the invention to provide an improved side wall and an improved method for producing a side wall for a car body of a rail vehicle.

[0004] This object is achieved by means of a side wall according to claim 1 and by means of a method for producing the side wall according to claim 12. Advantageous embodiments are specified in the dependent claims.

[0005] It has been recognized that an improved side wall for a car body of a rail vehicle can be provided by having the side wall comprise a support structure and at least one outer wall with at least one first wall element and a second wall element adjoining the first wall element. The first wall element is connected to the support structure by means of a spot weld, and the second wall element is connected to the support structure by means of a second laser weld.

[0006] This design has the advantage that the side wall has a particularly low structural weight. Furthermore, the first wall element can be designed to withstand a first mechanical load and the second wall element to withstand a second mechanical load, wherein, for example, the first mechanical load of the first wall element is lower than the second mechanical load of the second wall element.

[0007] Furthermore, the design and the two different welded joints allow for a particularly flat outer surface of the outer wall, which requires no further processing and can, for example, be left bare. In particular, filling the outer surface of the outer wall and / or painting the filled outer surface, if required, can be omitted, which not only makes the side wall particularly visually appealing, but also allows for particularly simple and cost-effective production.

[0008] In a further embodiment, the first wall element has a first material thickness and the second wall element has a second material thickness that differs from the first material thickness. For example, the first material thickness is less than the second material thickness. It is particularly advantageous if the first material thickness is preferably 1.6 mm to 2.0 mm and / or the second material thickness is 2.0 mm to 3 mm. Furthermore, due to the different material thicknesses of the first wall element and the second wall element, the wall element can be designed differently depending on its mechanical load. This results in a significant weight reduction already in the bodyshell of the car body.

[0009] This design ensures that the side wall and the car body built on it have sufficient strength.

[0010] In a further embodiment, the first wall element has a first outer side and the second wall element has a second outer side, wherein the first outer side and the second outer side are arranged flush. Due to the flush arrangement, filling or finishing steps in the transition area between the first and second wall elements can be omitted.

[0011] The side wall can be produced particularly simply and cost-effectively if the first wall element and / or the second wall element is made essentially from a plate-shaped material, in particular a sheet metal.

[0012] In a further embodiment, the side wall has at least one first fastening rail arranged at a distance from the outer wall for fastening components of the rail vehicle. The first fastening rail preferably has a C-profile. The support structure connects the first fastening rail to the outer wall. This configuration has the advantage that components that are to be fastened in the vehicle interior for the rail vehicle can be particularly easily attached to the side wall using the fastening rail. This allows the number of fastening points to be reduced.

[0013] In a further embodiment, the support structure comprises at least one first support element, wherein the first wall element has a first inner side. At least a partial section of the first support element is aligned parallel to the first wall element and rests against the first wall element on the first inner side. The spot weld connects the partial section and the first inner side to one another. The spot weld has the advantage that it is not reflected on the outer surface of the outer wall, particularly when designed as a one-sided spot weld, and thus the flatness requirements can be met particularly easily.

[0014] It is particularly advantageous if the first support element has a Z-profile and / or a hat-shaped profile and / or an L-profile. This provides the first support element with particularly high rigidity and allows for easy spot welding to the first wall element. The first support element is preferably inclined, preferably perpendicular, at least in sections, to the first mounting rail.

[0015] In a further embodiment, the first mounting rail is welded to the first support element on a side facing the outer wall. Preferably, the first mounting rail is welded by means of a first MAG / TIG / laser welding connection.

[0016] In a further embodiment, the support structure comprises at least one second support element, wherein the second support element preferably has a plate-shaped plate section. The second support element is connected, preferably welded, to the first fastening rail. At least the plate section of the second support element is aligned parallel to the first wall element and lies against the first wall element on the first inner side. A spot weld connects the plate section and the first inner side to one another.

[0017] In a further embodiment, the first support element is formed in one piece and from a single material, wherein the first support element is attached to the first wall element by means of the spot weld connection to the first wall element and to the second wall element by means of the second laser weld connection. This allows the number of components to be kept to a minimum.

[0018] In a further embodiment, the side wall has at least one window opening and at least one door opening, wherein the first wall element adjoins the first window opening and the second wall element is arranged between the window opening and the door opening, wherein the first support element is arranged running along the window opening and / or along the door opening. This configuration has the advantage that the side wall is particularly lightweight.

[0019] In a further embodiment, the first wall element has a first outer contour, and the second wall element has a second outer contour. The first outer contour abuts the second outer contour at least in some areas. At least in some areas, the first outer contour and the second outer contour are configured to correspond to one another, with the first wall element being connected to the second wall element by means of a first laser weld connection in some areas between the first outer contour and the second outer contour.

[0020] An improved method for producing a side wall designed as described above can be provided by providing at least the first wall element, the second wall element and a mounting device. The first wall element and the second wall element are positioned on the mounting device such that the first wall element and the second wall element adjoin one another at least in sections. The support structure is spot-welded to the first wall element. The support structure is laser-welded to the second wall element. The mounting device is removed. This embodiment has the advantage that the spot-welded connection and the laser-welded connection can provide a particularly flat outer surface on the outer wall across the first and second wall elements.

[0021] It is particularly advantageous if the first wall element is cut from a thin-walled sheet metal material with the first material thickness. The second wall element is cut from a thin-walled sheet metal material with the second material thickness. Cutting can be carried out, for example, using a laser welding or plasma cutting process, so that the corresponding outer contours can be maintained with particular precision.

[0022] In a further embodiment, the assembly of the first wall element and the second wall element on the assembly device is carried out prior to laser welding and spot welding. The support structure is first laser welded to the second wall element before the support structure is spot welded to the first wall element.

[0023] The above-described properties, features and advantages of this invention, as well as the manner in which they are achieved, will become clearer and more clearly understood in connection with the following description of the embodiments, which are explained in more detail in connection with the drawings, in which FIG 1 a schematic representation of a rail vehicle; FIG 2 one in FIG 1 enlarged section A of the FIG 1 shown car body; FIG 3A a perspective view of a section of the FIGN 1 and 2 shown car body; FIG 3B one in FIG 3A shown section B of the Figur 3A shown perspective view of the car body; FIG 3C a side view of a FIG 3B marked section D of the side wall; FIG 3D one in FIG 3A marked section H of the side wall; FIG 3E and FIG 3F each a schematic representation of a Figur 3D marked section F of the side wall; FIG 3G a schematic interior view of a FIG 3A shown section I of the side wall; FIG 4 one in FIG 2 marked section C of a sectional view through a side wall according to a second embodiment; FIG 5 one in FIG 2 marked section C of a sectional view through a side wall according to a third embodiment; FIG 6 one in FIG 2 marked section C of a sectional view through a side wall according to a fourth embodiment; FIG 7 a flow diagram of a process for producing the FIGN 1 bis 6 shown side wall; FIG 8 a side view of the side wall after a third process step; FIG 9 a side view of the side wall during a fifth process step; and FIG 10 show a side view of the side wall after a seventh process step.

[0024] The following figures refer to a coordinate system for ease of understanding. The coordinate system has an x-axis (vehicle longitudinal direction), a y-axis (vehicle transverse direction), and a z-axis (vehicle vertical direction).

[0025] Furthermore, regardless of the grammatical gender of a particular term, persons with male, female or other gender identity are included.

[0026] FIG 1 shows a schematic representation of a rail vehicle 10. The rail vehicle 10 can be designed, for example, as a wagon, railcar, or locomotive. In particular, it is possible for the rail vehicle 10 to be designed, for example, as a tram. The rail vehicle 10 has, for example, a car body 15 and a running gear 20. The running gear 20 can have one or more bogies arranged below the car body 15 and on which the car body 15 is mounted.

[0027] In the embodiment, the rail vehicle 10 is designed, for example, for passenger transport. The side wall 40 has, for example, one or more window openings 30 and / or one or more door openings 35. The window openings 30 and / or the door openings 35 are arranged offset from one another in the vehicle's longitudinal direction (x-direction). The number and geometric configuration of the FIG 1 The window openings 30 and / or door openings 35 shown are exemplary.

[0028] The car body 15 has at least one side wall 40, a floor assembly 45, and a roof assembly 50. The floor assembly 45 is arranged on the underside of the car body 15. On the floor assembly 45, for example, two side walls 40 are arranged in the transverse direction of the vehicle, each of which incorporates at least one window and / or door opening 30, 35. The roof assembly 50 is arranged on the top of the side walls 40. Together, the floor assembly 45, the roof assembly 50, and the side walls 40 enclose a vehicle interior 55. For example, one or more seat frames 60 are mounted in the car body 15. The seat frame 60 can be fastened, for example, to the side wall 40 and, if necessary, additionally to the floor assembly 45.

[0029] FIG 2 shows one in FIG 1 enlarged section A of the FIG 1 shown car body 15.

[0030] In FIG 2 is the view from the inside of the car body 15.

[0031] The side wall 40 has an outer wall 65 and a schematically in FIG 2 The outer wall 65 has, for example, an outer surface 75 facing away from the vehicle interior 55 and facing an environment 79 of the rail vehicle 10. The support structure 70 is arranged on a side of the outer wall 65 facing the vehicle interior 55. The outer wall 65 is, for example, essentially flat and can extend in one plane.

[0032] The outer wall 65 is preferably unfilled on the outer surface 75. The outer surface 75 can be painted directly, so that preferably only one or more coats of paint are applied to the outer surface 75. Alternatively, the outer surface 75 is unpainted. The outer wall 65 is preferably essentially free of elevations, in particular joints, rivet heads, or filler, on the outer surface 75. "Free of elevations" means that a surface quality of less than 0.2 mm is ensured on the outside.

[0033] The outer wall 65 has at least a first wall element 80 and a second wall element 85. The outer wall 65 preferably has an arrangement of several first wall elements 80 and / or several second wall elements 85. The first wall element 80 and / or the second wall element 85 have a thin-walled material (in the transverse direction of the vehicle). For example, the first wall element 80 adjoins the window opening (30) on the underside. The second wall element 85 is arranged at least in sections between the window opening 30 and the door opening 35.

[0034] Preferably, the first wall element 80 has a first material thickness, and the second wall element 85 has a second material thickness. The first material thickness can be, for example, 1.6 mm to 2.0 mm. Additionally or alternatively, the second material thickness can be, for example, 2.0 mm to 3 mm; in particular, the second material thickness can be 2.3 mm to 2.7 mm.

[0035] In the embodiment, for example, the first wall element 80 and / or the second wall element 85 are made of a sheet metal material. For example, the first wall element 80 and / or the second wall element 85 can comprise weldable metal, for example, aluminum and / or steel.

[0036] Due to the different material thickness of the respective wall element 80, 85, the respective wall element 80, 85 is suitable for different areas of application on the side wall 40. For example, the second wall element 85 is particularly suitable for use in areas with higher loads, while the first wall element 80 can be used, for example, in areas of the side wall 40 where the load is lower than on the second wall element 85. For example, in FIG 2 The second wall element 85 is connected to a longitudinal roof member 90 of the roof group 50 on the upper side. Furthermore, the second wall element 85 can, for example, be arranged at least in sections between the door opening 35 and the window opening 30.

[0037] The first wall element 80 has a first outer side 95, and the second wall element 85 has a second outer side 100. The first wall element 80 has a first outer contour 115, and the second wall element 85 has a second outer contour 120. Preferably, the first outer contour 115 and the second outer contour 120 are configured to correspond to one another at least in regions at a first joint 105. The first outer contour 115 and the second outer contour 120 abut one another at the first joint 105.

[0038] On the side facing away from the outer side 95, 100, the first wall element 80 has a first inner side 145, and the second wall element 85 has a second inner side 150. The first and second wall elements 80, 85 end flush at the respective outer side 95, 100, wherein a step can be formed at the first joint 105 on the first and second inner sides 145, 150. On the inside, the second inner side 150 of the second wall element 85 projects beyond the first wall element 80 at the first joint 105 on the side facing the vehicle interior 55 due to the thicker second material thickness of the second wall element 85.

[0039] At the first joint 105, for example, the first wall element 80 and the second wall element 85 can be welded. The weld at the first joint 105 can, for example, be implemented as a first laser-welded connection 110. It is particularly advantageous if the first laser-welded connection 110 is implemented on a respective first and second inner side 145, 150 facing away from the outer side 95, 100 and thus facing the vehicle interior 55.

[0040] FIG 3A shows a perspective view of a section of the FIGN 1 and 2 shown car body 15 with a view from the vehicle interior 55 outwards to the outer wall 65.

[0041] In FIG 3A A section of the support structure 70 is shown. The support structure 70 is arranged on the inside, on the side of the outer wall 65 facing the vehicle interior 55, and can be lattice-shaped. The support structure 70 preferably has an arrangement of at least a first support element 125 and a second support element 130. The first support element 125 can, for example, also be referred to as a vertical support element 125, and the second support element 130 can, for example, also be referred to as a horizontal support element 130.

[0042] The support structure 70 is preferably designed to mechanically stiffen the outer wall 65 in order to prevent unwanted bulging in various driving conditions or under load of the outer wall 65 either towards the environment 79 or towards the vehicle interior 55.

[0043] Furthermore, a particularly smooth and visually appealing outer surface 75 of the outer wall 65 can be provided, which can be painted directly without the need to fill the outer surface 75 of the outer wall 65. Surface treatments such as painting and / or filling can also be completely dispensed with. A further finish of the unpainted exterior, for example, by brushing, is also possible.

[0044] Preferably, several first support elements 125 are provided, arranged offset from one another in the vehicle longitudinal direction. FIG 3A The first support element 125 extends substantially vertically. The first support element 125 can be formed in one piece and from the same material. The first support element 125 can be so long that the first support element 125 extends from the floor assembly 45 to the longitudinal roof member 90. For example, the first support element 125 can be connected to the floor assembly 45 and the longitudinal roof member 90 at each end.

[0045] The first support element 125 can be designed, for example, as a frame or window pillar or door pillar, which adjoins the door opening 35 at the side.

[0046] A different orientation of the first support element 125 is also possible. For example, the first support element 125 can also extend in the longitudinal direction of the vehicle. The first and second support elements 125, 130 together form the lattice-shaped support structure.

[0047] The first support element 125 can extend over the first and second wall elements 80, 85. The first support element 125 can be geometrically adapted to the different material thicknesses of the two wall elements 80, 85.

[0048] In this embodiment, the side wall 40 can have at least one first fastening rail 135 and / or one second fastening rail 140. Of course, the number of fastening rails 135, 140 can be freely selected. In particular, it is also possible for only one of the fastening rails 135, 140 to be provided.

[0049] It is particularly advantageous if the first and / or second fastening rail 135, 140 is guided continuously, for example between two door openings 35.

[0050] FIG 3B shows one in FIG 3A shown section B of the Figur 3A shown perspective view of the car body 15 with a view from the vehicle interior 55 outwards to the outer wall 65.

[0051] In the exemplary embodiment, the fastening rails 135, 140 extend essentially in the longitudinal direction of the vehicle. The fastening rail 135, 140 can, for example, have a C-profile, wherein the C-profile is open on a side facing the vehicle interior 55. The fastening rails 135, 140 can, for example, serve to fasten the seat frame 60 to the side wall 40. It is also possible for the fastening rail 135, 140 to be designed to fasten other components of the rail vehicle 10.

[0052] In the embodiment, the first mounting rail 135 and the second mounting rail 140 are aligned parallel to each other. The mounting rails 135, 140 can, for example, each have an identical profile.

[0053] The support structure 70 fastens the first and / or second fastening rails 135, 140 to the outer wall 65. Due to the design of the support structure 70, the forces, for example coming from the seat frame 60 and from the passengers sitting on the seat frame 60, can be transmitted to the outer wall 65 by means of the support structure 70. In addition, the support structure 70 can be fastened on the underside to the floor assembly 45 and / or on the top to the longitudinal roof member 90, thereby transmitting forces from the fastening rails 135, 140, but also from the longitudinal roof member 90, to the floor assembly 45.

[0054] In the embodiment, for example, the first support element 125 has a hat profile and / or a Z-profile and / or an L-profile and / or a U-profile, or is plate-shaped. In particular, it is possible for various profiles to be implemented on the first support element 125. For example, on the first wall element 80, the first support element 125 can have a hat profile and / or a Z-profile and / or an L-profile, and on the second wall element 85, it can have a U-profile, or the second wall element 85 can have a plate-shaped profile.

[0055] For example, the partial section 155 of the first support element 125, which is aligned parallel to the first inner side 145, rests against the first inner side 145. The partial section 155 can be plate-shaped and is mechanically connected to the first wall element 80 by means of a spot weld 160.

[0056] The spot weld 160 preferably has a plurality of offset welding points 161, each connecting the partial section 155 to the first wall element 80. In this embodiment, the spot weld 160 is preferably formed as a one-sided spot weld. A one-sided spot weld means that, in this embodiment, the welding point 161 of the spot weld 160 is not formed on the first outer side 95, but rather exclusively on the first inner side 145 and on the partial section 155.

[0057] FIG 3C shows a side view of a FIG 3B marked section D of side wall 40.

[0058] The first support element 125 can be attached to the second wall element 85 by means of a second laser weld 162. In this case, the first support element 125 can be aligned in sections directly adjacent to the second wall element 85 at an angle, preferably perpendicular, to the second wall element 85 and form a second joint 164.

[0059] The second laser weld 162 can be implemented on the second wall element 85, for example, as a fillet weld from the vehicle interior 55. This ensures that the outer surface 75 on the second wall element 85 maintains the aforementioned flatness even in the area of ​​the second laser weld 162.

[0060] FIG 3D shows one in FIG 3A marked cutout H of side wall 40.

[0061] The second support element 130 is arranged longitudinally spaced from the first support element 125. The second support element 130 can be arranged between the associated fastening rail 135, 140 and the first inner side 145. The second support element 130 can be aligned parallel to the first and / or second fastening rail 135, 140.

[0062] In the embodiment, for example, at least one second support element 130 can be provided for each fastening rail 135, 140. In the embodiment, the second support element 130 extends substantially in the vehicle's longitudinal direction, whereas, for example, the first support element 125 extends substantially in the vehicle's vertical direction and thus at an angle, in particular perpendicular, to the second support element 130.

[0063] In particular, at least one second support element 130 can be arranged in the vehicle longitudinal direction between two first support elements 125, preferably at a distance from them.

[0064] The second support element 130 is, for example, essentially plate-shaped on the second wall element 85 (in FIG 3D concealed). On the first wall element 80, for example, the second support element 130 can be L-shaped and / or T-shaped.

[0065] For example, the second support element 130 can be cut out of a sheet metal material, such as aluminum or sheet steel. The cutting can be done, for example, by means of plasma cutting or laser cutting.

[0066] The second support element 130 mechanically connects the fastening rails 135, 140 arranged on the second support element 130 with the wall elements 80, 85 arranged on the outside of the second support element 130.

[0067] FIG 3E shows a schematic perspective view of a Figur 3D marked section F of side wall 40. FIG 3F shows a schematic interior view of the FIG 3D shown section F of side wall 40.

[0068] The fastening rail 135, 140 extends past the first support element 125 at a longitudinal distance from the second support element 130 and is preferably connected to the first support element 130 by means of a first MAG weld 195. Alternatively, a first TIG or first laser manual weld may be provided for the first MAG weld 195. For this purpose, a recess 200 may be arranged in the first support element 125, into which the fastening rail 135, 140 engages at least in sections.

[0069] FIG 3G shows a schematic interior view of a FIG 3A shown section I of side wall 40.

[0070] It is clear in FIG 3G It can be seen that the second support element 130 has an L-shaped cross-section. The second support element 130 has a plate portion 215, which is plate-shaped and extends parallel to the first inner side 145. The second support element 130 is attached to the plate portion 215 by means of the spot weld 160.

[0071] Furthermore, in FIG 3G shown that the plate section 215 on the second support element 130 and the partial section 155 on the first support element 125 on the second wall element 85 are omitted in order to fasten the first support element 125 and / or the second support element 130 to the second wall element 85 by means of the second laser weld connection 162, preferably with a fillet weld.

[0072] FIG 4 shows one in FIG 2 marked section C of a sectional view through a side wall 40 according to a second embodiment.

[0073] The FIG 4 The side wall 40 shown is essentially identical to that shown in the FIGN 1 bis 3F shown side wall 40. In the following, only the differences between the FIG 4 shown side wall 40 opposite the one shown in the FIGN 1 bis 3F shown side wall 40.

[0074] In FIG 4 For example, the second support element 130 is formed in two parts. The second support element 130, with the first support element section 205, rests in regions on the first inner side 145 of the first wall element 80 with the plate section 215 and is connected to the first wall element 80 by means of the spot weld 160. The plate section 215 is plate-shaped and aligned parallel to the first inner side 145. The first support element section 205 can, for example, have a hat profile and / or a Z-profile, wherein the plate section 215 is part of the hat profile and / or the Z-profile.

[0075] It is clear in FIG 4 For example, a plate-shaped configuration of a second support element section 210 of the second support element 130 is shown. The second support element section 210 connects, for example, the second fastening rail 140 to the first support element section 205. In the embodiment, for example, the second support element section 210 is substantially inclined, preferably perpendicular, to the first inner side 145 of the wall element 80.

[0076] On a side facing the first wall element 80, the second support element section 210 is attached to the first support element section 205 by means of a third laser weld 165. The third laser weld 165 is arranged at a distance from the wall element 80, 85, for example, in the transverse direction of the vehicle.

[0077] Opposite the third laser weld joint 165 in the vehicle transverse direction, the second support element section 210 is fastened to the second fastening rail 140 by means of a fourth laser weld joint 175.

[0078] This design has the advantage that a reliable, mechanically particularly strong connection of both the second support element 130 and the fastening rail 135, 140 is ensured by means of the third and fourth laser welded joints 165, 175. The second support element 130 can additionally be fixed, for example, to the FIG 3 The first support element 125 shown, which runs perpendicularly in the z-direction, can be fastened by means of the third laser weld 165. This results in a lattice-like structure of the first and second support elements 125, 130, which form the support structure 70.

[0079] FIG 5 shows one in FIG 2 marked section C of a sectional view through a side wall 40 according to a third embodiment.

[0080] The FIG 5 The side wall 40 shown is essentially identical to that shown in the FIGN 1 bis 3F shown side wall 40. In the following, only the differences between the FIG 5 shown side wall 40 opposite the one shown in the FIGN 1 bis 3F shown side wall 40.

[0081] The connection of the mounting rail 135, 140 can be compared to FIGN 1 bis 3F be adapted so that the second support element 130 has a hat profile.

[0082] In the embodiment, for example, the fastening rail 135, 140 rests against the second support element 130. The fastening rail 135, 140 can be connected to the second support element 130, for example, by means of a combination weld 180. The combination weld 180 can, for example, be a combination of at least one second MAG weld 185 and the fourth laser weld 175. Alternatively, a second TIG or a second manual laser weld can also be provided in addition to the second MAG weld 185.

[0083] For example, the second MAG weld 185 can be formed as a fillet weld. The second MAG weld 185 can be formed on the side facing the wall element 80, 85. The fourth laser weld 175 can be formed, for example, as a stitch weld and can connect the fastening rail 135, 140 to the second support element 130.

[0084] The FIG 5 The configuration shown has the advantage that high forces acting in the z-direction can be transmitted from the fastening rail 135, 140 via the second support element 130 to the outer wall 65. In particular, unwanted bending or twisting of the second support element 130 is avoided.

[0085] FIG 6 shows one in FIG 2 marked section C of a sectional view through a side wall 40 according to a fourth embodiment.

[0086] The FIG 6 The side wall 40 shown is essentially identical to that shown in the FIG 4 shown side wall 40. In the following, only the differences between the FIG 6 shown side wall 40 opposite the one shown in the FIGN 1 bis 3D shown side wall 40.

[0087] In FIG 6 For example, the first support element section 205 is plate-shaped and runs parallel to the first wall element 80. The first support element section 205 preferably lies flat against the first inner side 145 of the first wall element 80 and is fastened to the first wall element 80 by means of the spot weld connection 160. Preferably, for example, several lines of spot weld connections 160 with several welding points 161 arranged offset from one another can be provided to form the spot weld connection 160.

[0088] The first support element section 205 locally stiffens and reinforces the respective first wall element 80 on the inside.

[0089] The second support element section 210 is as in FIG 4 As described, the third and fourth laser welded joints 165, 175 are connected to both the first support element section 205 and the fastening rail 135, 140. The third laser welded joint 165 is preferably formed, for example, in the z-direction between the spot welded joint 160 formed in two lines.

[0090] In the embodiment, for example, the first and second support elements 125, 130 are further fastened to the second wall element 85, for example, by means of the second laser welded connection 162 instead of the spot welded connection 160.

[0091] The greater material thickness of the second wall element 85 ensures that the above-mentioned flatness in the region of the second wall element 85 on the second outer side 100 can be maintained even when the second laser-welded joint 162 is introduced. This is particularly useful in areas subject to great mechanical stress, such as at the transition between the second wall element 85 and the longitudinal roof beam 90, door pillars, or window pillars. In this case, the first or second support element 125, 130 can be welded to the second wall element 85 on the rear side by means of the second laser-welded joint 162, for example, within the framework of a T-joint.

[0092] FIG 7 shows a flow diagram of a process for producing the FIGN 1 bis 6 shown side wall 40. FIG 8 shows a side view of the side wall 40 after a third method step 315. FIG 9 shows a side view of the side wall 40 during a fifth method step 325. FIG 10 shows a side view of the side wall 40 after a seventh method step 335.

[0093] In a first method step 305, the first and second wall elements 80, 85, preferably a plurality of first and second wall elements 80, 85, are each manufactured from a flat sheet material with different material thicknesses and cut out. This can be done, for example, using a laser cutting process or a plasma cutting process.

[0094] In a second method step 310 (cf. FIG 8 ), the first and second wall elements 80, 85 are arranged in an assembly device, for example as tailored blanks, so that the first and second outer contours 115, 120 abut one another at least in regions in the first joint 105.

[0095] In the third method step 315 following the second method step 310, the first and second wall elements 80, 85 are laser-welded in the first joint 105, and the first laser-welded joint 110 is formed. Unintentional deformation and / or displacement of the first and second wall elements 80, 85 is prevented by the assembly device. The laser welding takes place from the second inner side 150.

[0096] In a fourth method step 320, the first support element 125 and the second support element 130 are manufactured. For example, the first support element 125 can be cut to length from a prefabricated profile, and / or the second support element 130 can be cut from a flat sheet material, which has, for example, the first or second material thickness, or from a hollow profile, for example, a Z-profile and / or a U-profile and / or a hat-shaped profile and / or sheet metal strip. This can be done, for example, using a plasma cutting process or a laser cutting process. A punching process would also be possible.

[0097] In the fifth process step 325 (cf. FIG 9 ) the first support element 125 is positioned on the first wall element 80.

[0098] In a sixth method step 330 following the fifth method step 325 (cf. FIG 3C ), the first support element 125 and / or the second support element 130 is laser-welded to the second wall section 85 in a region that is inclined relative to the second inner side 150, in a second joint 164, in particular in a T-joint, to form the second laser-welded joint 162. The second laser-welded joint 162 can be welded, for example, in a fillet weld.

[0099] Preferably, after completion of the laser welding process and formation of preferably all first and second laser welded joints 162, the first support element 125 is spot-welded, preferably on one side, to the first wall element 80 in the region of the partial section 155. The one-sided spot welding is performed exclusively on the first inner side 145, which faces the future vehicle interior 55.

[0100] In an intermediate step, the FIG 4 In the second embodiment shown, the second support element section 210 is now welded to the first support element section 205 to form the third laser weld connection 165.

[0101] In the seventh procedural step 335 (cf. FIG 10 ) the mounting rail 135, 140 is positioned on the first and second support element 125, 130 and held by the mounting device.

[0102] In an eighth method step 340, the fastening rail 135, 140 for the FIGN 1 bis 6 In the embodiments shown, the second support element 130 is laser-welded to form the fourth laser-welded joint 175. The welding can preferably be carried out using a DHV laser welding process. Furthermore, the fastening rail 135, 140 is MAG-welded to the first support element 125.

[0103] In a ninth method step 345, the side wall 40 is removed from the assembly device.

[0104] After completion of the process, the side wall 40 can be assembled together with the longitudinal roof member 90 of the roof assembly 50 and the floor assembly 45 to form the car body 15. For this purpose, for example, the side wall 40 can be welded to the floor assembly 45 and to the roof assembly 50.

[0105] Furthermore, the vehicle interior 55 can then be hung on the fastening rail 135, 140 when the car body 15 is fitted with the interior fittings for conversion to the rail vehicle 10.

[0106] The method steps 305 to 345 just described are preferably carried out, at least in part, in the specified order. Of course, a different order of method steps 305 to 345 is also possible.

[0107] The above-described design of the side wall 40 and car body 15 has the advantage that the side wall 40 allows for a significant weight reduction compared to a conventionally manufactured car body 15. This allows the car body 15 to support, for example, heavy, environmentally friendly air conditioning systems that operate without harmful greenhouse gases. At the same time, the lighter design of the side wall 40 and car body 15 allows permissible wheel loads to be maintained, thus preventing excessive loading of the superstructure.

[0108] Furthermore, the particularly lightweight side wall 40 and the resulting lightweight car body 15 allow for particularly low energy consumption during operation of the rail vehicle 10. Reducing the weight of the side wall 40 allows for weight optimization, particularly in the body shell, which accounts for a particularly large proportion of the total weight of the vehicle.

[0109] At the same time, the method described above and the side wall 40 described above can provide a particularly flat side wall 40 formed on the outer surface 75. This eliminates the need for possible measures used in conventional manufacturing processes, such as filling and possibly painting.

[0110] As a result, the rail vehicle 10 has a particularly attractive visual appearance upon completion. This makes it particularly suitable for use in urban traffic. In particular, it can be ensured that the described process maintains a maximum permissible flatness deviation of 1.0 mm per meter, without, for example, the side wall 40 having to be additionally filled and / or painted on the outer surface 75. Filling, in particular, is time-consuming and has a negative impact on the weight of the rail vehicle 10. Furthermore, it is possible that, using the process described above and the side wall 40 described above, the rail vehicle 10 can be provided with a bare side wall, i.e., without a painted and / or filled outer surface.

[0111] Furthermore, the method described above and the side wall 40 described above ensure that a particularly high level of robustness against corrosive media is ensured.

[0112] Furthermore, the functional integration of the fastening rail 135, 140 can provide a good and simple way to attach additional interior fittings, such as seats, interior trim or grab bars.

[0113] Furthermore, the side wall 40 has a particularly tight tolerance, making assembly of the side walls 40, the roof assembly 50, and the floor assembly 45 particularly easy. This, in particular, avoids rework.

[0114] Furthermore, global and local car body loads (static and fatigue) as well as other stability requirements, such as buckling and crash requirements, can be easily met.

[0115] Although the invention has been illustrated and described in detail by the preferred embodiment, the invention is not limited to the disclosed examples and other variations may be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims

1. Side wall (40) for a car body (15) of a rail vehicle (10), wherein the side wall (40) has a support structure (70) and at least one outer wall (65) with at least a first wall element (80) and a second wall element (85) adjoining the first wall element (80), wherein the first wall element (80) is connected to the support structure (70) by means of a spot weld (160) and the second wall element (85) is connected to the support structure (70) by means of a second laser weld (162).

2. Side wall (40) according to claim 1, wherein the first wall element (80) has a first material thickness and the second wall element (85) has a second material thickness which is different from the first material thickness, and / or wherein the first material thickness is less than the second material thickness, wherein preferably the first material thickness is preferably 1.6 mm to 2.0 mm and / or the second material thickness is 2.0 mm to 3 mm.

3. Side wall (40) according to one of the preceding claims, wherein the first wall element (80) has a first outer side (95) and the second wall element (85) has a second outer side (100), wherein the first outer side (95) and the second outer side (100) are arranged flush.

4. Side wall (40) according to one of the preceding claims, comprising at least one first fastening rail (135) arranged at a distance from the outer wall (65) for fastening components of the rail vehicle (10), wherein the first fastening rail (135) preferably has a C-profile, wherein the support structure (70) connects the first fastening rail (135) to the outer wall (65).

5. Side wall (40) according to one of the preceding claims, wherein the support structure (70) comprises at least a first support element (125), wherein the first wall element (80) has a first inner side (145), wherein at least a partial section (155) of the first support element (125) is aligned parallel to the first wall element (80) and bears against the first wall element (80) on the first inner side (145), wherein the spot weld connection (160) connects the partial section (155) and the first inner side (145) to one another.

6. Side wall (40) according to claim 5, wherein the first support element (125) has a Z-profile and / or a hat profile and / or an L-profile and / or wherein the first support element (125) is inclined, preferably perpendicular, at least in sections to the first fastening rail (135).

7. Side wall (40) according to claim 5 or 6, wherein the first fastening rail (135) is welded to the first support element (125), wherein preferably the first fastening rail (135) is welded by means of a first MAG / TIG / laser hand welding connection (195).

8. Side wall (40) according to one of claims 5 to 7, wherein the support structure (70) has at least one second support element (130), wherein preferably the second support element (130) has a plate-shaped plate section (215), wherein the second support element (130) is connected, preferably welded, to the first fastening rail (135), wherein at least the plate section (215) of the second support element (130) is aligned parallel to the first wall element (80) and bears against the first wall element (80) on the first inner side (145), wherein the spot weld connection (160) connects the plate section (215) and the first inner side (145) to one another.

9. Side wall (40) according to one of claims 5 to 8, wherein the first support element (125) is formed in one piece and from the same material, wherein the first support element (125) is fastened to the first wall element by means of the spot weld connection (160) with the first wall element (80) and by means of the second laser weld connection (162) to the second wall element (85).

10. Side wall (40) according to one of claims 5 to 9, comprising at least one window opening (30) and at least one door opening (35), wherein the second wall element (85) adjoins the first window opening (30), and / or wherein the second wall element (85) is arranged between the window opening (30) and the door opening (35), wherein the first support element (125) is arranged on the first wall element (80) and the second wall element (85) running along the window opening (30) and / or along the door opening (35).

11. Side wall (40) according to one of the preceding claims, wherein the first wall element (80) has a first outer contour (115) and the second wall element (85) has a second outer contour (115), wherein the first outer contour (115) abuts the second outer contour (120) at least in regions, wherein the first outer contour (115) and the second outer contour (120) are formed to correspond to one another at least in regions, wherein the first wall element (80) is connected to the second wall element (85) by means of a first laser weld connection (110).

12. A method for producing a side wall (40) for a rail vehicle (10) according to one of the preceding claims, wherein at least the first wall element (80), the second wall element (85) and a mounting device are provided, wherein the first wall element (80) and the second wall element (85) are positioned on the mounting device such that the first wall element (80) and the second wall element (85) adjoin one another at least in sections, wherein the support structure (70) is spot-welded to the first wall element (80), wherein the support structure (70) is laser-welded to the second wall element (85), wherein the mounting device is removed.

13. The method according to claim 12, wherein the first wall element (80) is cut out of a thin-walled sheet material with the first material thickness, wherein the second wall element (85) is cut out of a thin-walled sheet material with the second material thickness.

14. The method according to claim 12 or 13, wherein the arrangement of the first wall element (80) and the second wall element (85) on the assembly device is carried out before the laser welding and the spot welding, wherein first the support structure (70) is laser welded to the second wall element (85) before the support structure (70) is spot welded to the first wall element (80).

Images