Side rail section for a car body of a railway vehicle

Abstract

A longitudinal beam component (LT) for a car body (W) of a rail vehicle is proposed, wherein the longitudinal beam component (LT) is manufactured using a pressure forming process, wherein the longitudinal beam component (LT) has a first longitudinal section (LA1) in which a first longitudinal web (1), a second longitudinal web (2) and a third longitudinal web (3) are arranged next to each other when viewed in a cross-section such that - the first longitudinal web (1) and the second longitudinal web (2) as well as - the second longitudinal web (2) and the third longitudinal web (3) each overlap at least partially, wherein the second longitudinal web (2) is arranged between the first longitudinal web (1) and the third longitudinal web (3), wherein the longitudinal beam component (LT) has a second longitudinal section (LA2) in which the third longitudinal web (3) is removed.Furthermore, a car body (W) with the longitudinal beam part (TR), a manufacturing process for the longitudinal beam part (TR) and a manufacturing process for a car body (W) with the longitudinal beam part (TR) are proposed.

Description

[0001] The present invention relates to a longitudinal beam part for a car body of a rail vehicle, a car body with the longitudinal beam part, a manufacturing method of the longitudinal beam part and a manufacturing method of a car body with the longitudinal beam part.

[0002] Modern rail vehicles, such as regional or long-distance trains, have car bodies made up of numerous different supporting structures, including longitudinal beams and crossbeams. Longitudinal beams can run along the length of the car body, for example, in a lower, lateral area. A longitudinal beam might, for instance, be located below a row of windows.

[0003] It is known that modern rail vehicles or car bodies can have different underfloor heights. For example, in a low-floor vehicle, a low-floor section is typically provided between two bogies, where the floor of the car body can be particularly low. Above the bogies, on the other hand, there can be high-floor sections, providing space for the bogies underneath. Low-floor vehicles can, for example, be designed as double-decker cars. Small intermediate levels can be incorporated in the high-floor sections.

[0004] Depending on the loads and stresses encountered during operation, longitudinal beams must meet varying requirements for strength and weight. In particular, high flexural stiffness of the car body around the transverse axis is desirable to meet the given requirements for fatigue strength, strength under exceptional load conditions, strength in accidents, and the vibration behavior of the car body. Aluminum profiles represent a good compromise between strength, stiffness, and weight. However, aluminum profiles, which are often manufactured by extrusion, have inherent design limitations. Specifically, such extruded profiles are typically geometrically uniform in cross-section along their longitudinal extent. This implies that it is not possible to adapt the design to the different load situations to which a longitudinal beam (installed in a car body) will be subjected along its longitudinal direction during operation.This can lead, in particular, to oversizing of the longitudinal beam in certain areas, unfavorable use of installation space, unnecessary material consumption, and excess weight. Furthermore, due to the uniform geometry, the connection areas of the longitudinal beam cannot be adapted to different adjacent parts. This can lead to geometric incompatibilities and material protrusions during and after assembly, resulting in unfavorable stress situations during operation.

[0005] It is an object of the present invention to optimize the material utilization, weight, dimensions, and space utilization of longitudinal beams used for the bodies of rail vehicles. It is a further object of the present invention to improve the connections of such longitudinal beams with adjacent components.

[0006] According to a basic idea of ​​the present invention, a longitudinal beam part is presented, which can be a longitudinal beam or, in assembly, can represent a part of a longitudinal beam.

[0007] The longitudinal beam section may have a cross-sectional profile in a first longitudinal segment, comprising a first longitudinal web and a second longitudinal web. The cross-sectional profile may be understood, in particular, as the profile visible in a cross-section of the longitudinal beam section. Reinforcing ribs may be provided between the first longitudinal web and the second longitudinal web.

[0008] Longitudinal webs can be material regions extending lengthwise within the longitudinal beam section. Longitudinal webs can be configured such that, viewed in cross-section, a first dimension of the longitudinal web (for example, its height) may be longer than a second dimension (for example, its width), which may be oriented along a perpendicular line to the first dimension. Longitudinal webs can, for example, have a rectangular cross-section or encompass a rectangular shape.

[0009] The first dimension (for example, the height) can be at least twice as large as the second dimension (for example, the width). This means that longitudinal webs can have a shorter cross-sectional dimension and a longer dimension, which can be two, three, or five times larger than the shorter dimension.

[0010] Longitudinal webs can also have several rectangular areas in their cross-section that are connected to each other. Two or more rectangular areas can be connected to each other at an angle (for example, via an edge or bend that is visible in the cross-section).

[0011] Longitudinal webs, in particular the first and second longitudinal webs, can form interior or exterior areas, interior linings (interior panels), or exterior surfaces of the cross-section, or interior or exterior surfaces of the longitudinal beam section. In their installed state, longitudinal webs can form exterior surfaces (e.g., exterior panels) and interior surfaces (e.g., interior panels) of a car body. A space may exist between the first and second longitudinal webs when viewed in cross-section. This space may be bounded by reinforcing ribs, for example, diagonal or orthogonal reinforcing ribs with respect to the first and / or second longitudinal web. Several reinforcing ribs may be arranged between the first and second longitudinal webs, for example, similar to a two-dimensional truss.Longitudinal webs can have a greater width (a larger second dimension) than reinforcing ribs, for example, a width 1.5 or 2 times greater. However, this is not necessarily the case. Reinforcing ribs can also have a similar width to longitudinal webs. In particular, reinforcing ribs can be arranged orthogonally or obliquely, for example diagonally, with respect to longitudinal webs. They can be connected to longitudinal webs via nodes or branches.

[0012] According to a fundamental concept of the present invention, in addition to the first and second longitudinal webs, a third longitudinal web is provided in a first longitudinal section of the longitudinal beam part. The third longitudinal web can, for example, form an outer area of ​​the cross-section or an outer surface of the longitudinal beam part. The third longitudinal web can extend in the cross-section along an orientation of the first longitudinal web and / or the second longitudinal web. The third longitudinal web can be oriented such that, when viewed in a cross-section with a longer extension, it can be arranged parallel to a longer extension of the second longitudinal web, or substantially parallel to or along a parallel to the longer extension of the second longitudinal web. When viewed in a cross-section, the second longitudinal web can extend at least partially between the first longitudinal web and the third longitudinal web.The third longitudinal web can be directly connected to the second longitudinal web when viewed in a cross-section and extend from the second longitudinal web, for example from a branch.

[0013] The first, second, and third longitudinal webs can be arranged side by side when viewed in a cross-section. This means that the aforementioned longitudinal webs can overlap at least partially in their longer dimensions (e.g., their height) (or, viewed three-dimensionally—not limited to a cross-section—in their areas). For example, the first longitudinal web can overlap at least partially with the second longitudinal web in its longer dimension (e.g., its height). The second longitudinal web can overlap at least partially with the third longitudinal web in its longer dimension (e.g., its height). The third longitudinal web can overlap at least partially with the first and / or the second longitudinal web in its longer dimension (e.g., its height)."Side by side" can, but does not necessarily, mean that the first longitudinal web, the second longitudinal web, and the third longitudinal web overlap in their entire longer dimensions (e.g., in their heights). Partial overlap may suffice.

[0014] When viewed in cross-section, "overlap" can mean, in particular, that in a two-dimensional area located laterally to the left and right of an exemplary longitudinal rib (meaning: laterally to the left and right of its longer extension), at least a portion of the longer extension of another exemplary longitudinal rib is located. This can mean that a lateral projection of the exemplary longitudinal rib intersects at least a portion of the longer extension of the other exemplary longitudinal rib.

[0015] The first longitudinal web, the second longitudinal web and the third longitudinal web can be arranged next to each other in a cross-section such that the first longitudinal web and the second longitudinal web and / or the second longitudinal web and the third longitudinal web and / or the third longitudinal web and the first longitudinal web each overlap at least partially.

[0016] The first longitudinal web, the second longitudinal web and the third longitudinal web can be arranged side by side in such a way that the first longitudinal web and the second longitudinal web and / or the second longitudinal web and the third longitudinal web and / or the third longitudinal web and the first longitudinal web overlap at least partially, for example, by overlapping over a large area.

[0017] Alternatively or additionally, the three longitudinal webs mentioned above can be arranged side by side and overlapping, forming a box section with at least two boxes and / or a chamber section with at least two chambers. The boxes and / or chambers can be arranged side by side. The three longitudinal webs mentioned above can be arranged parallel to each other, substantially parallel, or along a parallel line running parallel to one of the three longitudinal webs. The three longitudinal webs mentioned above can be connected to each other by reinforcing ribs. Alternatively or additionally, they can be directly connected to each other. As already mentioned, longitudinal webs do not have to be straight along their entire longer extent, but can, for example, have kinks or curves.

[0018] The cross-sectional profile of the longitudinal beam section in the first longitudinal segment can have a longer dimension (for example, a height or a length of the cross-sectional profile) and a shorter dimension (for example, a width or a thickness of the cross-sectional profile). The cross-sectional profile of the longitudinal beam section can have several sub-sections that are, for example, oriented at angles to each other. For example, a first sub-section with a longer dimension (for example, a height or a length of the cross-sectional profile) and a shorter dimension (for example, a width or a thickness of the cross-sectional profile), and a second sub-section with a longer dimension (for example, a height or a length of the cross-sectional profile) and a shorter dimension (for example, a width or a thickness of the cross-sectional profile). The first sub-section and the second sub-section can be arranged at an angle, for example, by a kink or a curve.

[0019] The first longitudinal web, the second longitudinal web, and / or the third longitudinal web can each extend along the longer dimension of the cross-section. Reinforcing ribs can, for example, extend along the shorter dimension, or at an angle to the shorter dimension, or at an angle to the longer dimension.

[0020] According to a further essential concept of the present invention, the third longitudinal web in a second longitudinal section of the longitudinal beam component is removed, in particular by machine. Such removal can occur after the production of a semi-finished product or a preliminary stage of the longitudinal beam component, in which the first, second, and third longitudinal webs are present along the entire longitudinal extent of the semi-finished product. Using conventional, simple, and cost-effective pressure forming processes—for example, extrusion—it would not be possible to omit the third longitudinal web beforehand. However, removing it subsequently makes this possible in a simple manner.

[0021] Reinforcing ribs connected to the third longitudinal web may also be removed in the second longitudinal section.

[0022] In particular, a longitudinal beam component for a car body of a rail vehicle is proposed, wherein the longitudinal beam part is manufactured using a pressure forming process, wherein the longitudinal beam part has a first longitudinal section in which a first longitudinal web, a second longitudinal web and a third longitudinal web are arranged next to each other when viewed in a cross-section such that the first longitudinal web and the second longitudinal web as well as the second longitudinal web and the third longitudinal web each overlap at least partially, wherein the second longitudinal web is arranged between the first longitudinal web and the third longitudinal web, wherein the longitudinal beam part has a second longitudinal section in which the third longitudinal web is removed.

[0023] Additionally, a car body incorporating the longitudinal beam section is proposed. A rail vehicle incorporating the longitudinal beam section is also proposed.

[0024] The rail vehicle can be, for example, a motor car or a single-unit car of a regional train, a long-distance train, a high-speed train, a tram, a light rail system, or a subway. In particular, the rail vehicle can be a low-floor rail vehicle. The car body can be a car body for any of the aforementioned rail vehicles. In particular, the car body can be a car body for a low-floor rail vehicle.

[0025] The pressure forming process may include, in particular, extrusion and / or flow forming. Other pressure forming processes are not excluded. The fact that the longitudinal beam component is manufactured using a pressure forming process may, in particular, mean that the longitudinal beam component is an extruded part.

[0026] The longitudinal beam section can be a longitudinal beam section that extends lengthwise within the car body. In its installed state, the longitudinal beam section can extend longitudinally within the car body. This longitudinal direction can correspond to the direction of travel of the rail vehicle in which the car body is or will be installed. The longitudinal beam section can be designed to form an exterior area or an outer wall of the car body. In particular, the first longitudinal web, viewed three-dimensionally, can correspond to an outer skin of the car body in its installed state. The second and / or third longitudinal webs can, in their installed state, be interior areas or inner skins of the car body.

[0027] The longitudinal beam component can, particularly in its installed state, form a longitudinal beam below a lateral entry area on the car body, which is located below a door or below a door opening.

[0028] In the first longitudinal section, the longitudinal beam section can have a first connection area, for example, a first end section of the longitudinal beam section in the cross-section that is horizontal (or runs along a horizontal line) when installed, for example, for connection to a longitudinal beam of a high-floor area of ​​the car body. This first connection area can extend in the transverse direction of the vehicle from the first longitudinal web to the third longitudinal web and can thus enable a particularly wide and stable connection, for example, at a highly stressed transition from a door area or door opening to a high-floor area of ​​the car body. The first connection area can be designed in such a way that a welded connection can be produced on it. For example, the first connection area can have overlapping areas (for example, for overlap butt welding) and / or end edges of the first and third longitudinal webs.

[0029] In the second longitudinal section, the longitudinal beam section can have a second connection area, for example, a second end section of the longitudinal beam section that is vertical (or runs along a vertical) when installed, for example, for connection to a longitudinal beam of a low-floor section of the car body. The second connection area can extend transversely across the vehicle from the first longitudinal web to the second longitudinal web, thus enabling a precise connection with respect to the width of the low-floor longitudinal beam. The second connection area can be designed in such a way that a welded connection can be made to it. For example, the second connection area can have overlapping areas (for example, for overlap butt welding) and / or end edges of the first and second longitudinal webs.

[0030] Additionally, the longitudinal beam section in the second longitudinal segment can have a third connection area, for example, a third end section of the longitudinal beam section in the cross-section that is horizontal (or runs along a horizontal line) when installed, for example, for connection to a side wall of the low-floor area of ​​the car body. The third connection area can extend in the transverse direction of the vehicle from the first longitudinal web to the second longitudinal web, thus enabling a precise connection with respect to the width of the side wall of the low-floor area. The third connection area can be designed in such a way that a welded connection can be made to it. For example, the third connection area can have overlapping areas (for example, for overlap butt welding) and / or end edges of the first and second longitudinal webs.

[0031] The longitudinal beam section, particularly when designed to form a longitudinal beam below a side entrance area on the car body, can have a longitudinal extent of approximately 2-5 m. Shorter or longer longitudinal extents are not excluded.

[0032] The first longitudinal section does not have to be directly adjacent to the second longitudinal section. In particular, a third longitudinal section may be located between the first and second longitudinal sections, and this third longitudinal section may have a different construction than either the first or the second longitudinal section. For example, in a third longitudinal section, the first longitudinal web and / or the second longitudinal web and / or the third longitudinal web may be at least partially removed. Specifically, the first longitudinal web and / or the second longitudinal web may be located further away than, for example, in the second longitudinal section. The third longitudinal section may, for example, form an area below a side entrance on the car body. The first longitudinal section may, for example, be located behind the side entrance in the longitudinal direction of the car body when installed, and the second longitudinal section in front of the side entrance, or vice versa.

[0033] Reference is made to the above remarks regarding the arrangement of the first, second, and third longitudinal webs. In particular, the aforementioned longitudinal webs can overlap at least one adjacent longitudinal web section by section. An overlap can be provided between any two adjacent longitudinal webs. An overlap, in particular, enables a compact and stable construction.

[0034] The first, second, and third longitudinal webs, when viewed in cross-section, can form a box or chamber profile, which may be continuous. This box or chamber profile may also have reinforcing ribs. The designations of the longitudinal webs can be understood as distinguishing features without limiting their general applicability—the third longitudinal web may be the additional longitudinal web omitted in the second longitudinal section. The second longitudinal web may be located either next to the first or next to the third longitudinal web, i.e., between them. The second longitudinal web need not completely overlap with the first or third longitudinal webs. It may partially overlap with both. The first longitudinal web may be located on the opposite side of the second longitudinal web from the third longitudinal web.It is possible that, in addition to the three longitudinal webs mentioned, further longitudinal webs are provided within or on the longitudinal beam section.

[0035] The presented longitudinal beam component is easy to manufacture. First, a simple, fast, and cost-effective pressure forming process, such as extrusion, is used. Then, in the second longitudinal section, the third longitudinal web is precisely removed, ideally by machine, for example, using milling. This, too, is simple, cost-effective, and quick. In the area of ​​the first longitudinal section, a precisely fitting, particularly wide, and therefore particularly stable connection can be created between the longitudinal beam component and another part or section of a car body (for example, a longitudinal beam in a high-floor area, especially a longitudinal beam located laterally on the outside of the car body above a bogie of the rail vehicle).In the area of ​​the second longitudinal section, a precisely fitting and stress-appropriate connection can be created between the longitudinal beam part and another part (for example, a side wall or a longitudinal beam in a low-floor area, in particular a longitudinal beam that is located laterally on the outside of the car body) or another part of the car body.

[0036] A wide and stable connection in the area of ​​the first longitudinal section can result in particularly high bending stiffness of the car body under load about a horizontal transverse axis (in railway vehicle construction, such a transverse axis is often referred to as the y-axis). This is achieved in particular by arranging the three longitudinal webs in the third section next to each other in such a way that they overlap at least partially and / or form a box section and / or a chamber section.

[0037] By precisely removing the third longitudinal web in the second longitudinal section, the material utilization, weight, dimensions, and installation space utilization of the longitudinal beam section can be optimized compared to other types of longitudinal beams. Removed material can be reused. Over-dimensioning of the longitudinal beam can be avoided. Connection areas can be precisely designed, thus preventing geometric incompatibilities, material protrusions, and unfavorable stress concentrations. Precisely fitting connection areas also prevent moisture and dirt from penetrating the longitudinal beam section and / or adjacent components.

[0038] According to an advantageous embodiment of the longitudinal beam part according to the invention, the third longitudinal web is removed mechanically in the second longitudinal section.

[0039] For example, the third longitudinal web can be removed using a separation process, such as cutting (especially shearing) and / or machining (especially milling and / or grinding) in the second longitudinal section. These are simple, quick, and inexpensive processes that can be fully or partially automated.

[0040] According to an advantageous embodiment of the longitudinal beam part according to the invention, the longitudinal beam part consists at least partially of aluminium and / or an aluminium alloy.

[0041] Aluminum and aluminum alloys are particularly well-suited for pressure forming processes (especially extrusion) and, in particular, for cutting processes (e.g., milling). For milling, alloys such as AlMg4.5Mn, AlMgSiBi, AlMgSi0.5, and AlMgSi1 are well-suited, as is hard aluminum AlZnMgCu1.5, or the free-cutting alloys AICuMgPb, AlMgSiPb, AICuBiPb, and AICuMg1. Furthermore, aluminum and aluminum alloys are lightweight, exhibit high strength relative to their weight, and are corrosion-resistant.

[0042] According to an advantageous embodiment of the longitudinal beam part according to the invention, it is an extruded part.

[0043] Extrusion is a particularly simple, proven and cost-effective method for manufacturing elongated components with irregularly shaped cross-sections.

[0044] According to an advantageous embodiment of the longitudinal beam part according to the invention, it has in the first longitudinal section a first connection area with the first longitudinal web and the third longitudinal web and in the second longitudinal section a second connection area with the first longitudinal web and the second longitudinal web.

[0045] Remarks regarding this design have already been made above. Reference is made to these remarks accordingly.

[0046] The first connection area can be designed, for example, as an end section, such as one extending longitudinally along the longitudinal beam section, comprising an end edge of the first longitudinal web and an end edge of the third longitudinal web. The end edges of the first and third longitudinal webs can be parallel and / or straight. Design features for welded connections can be provided at one or both of these end edges. Overlap areas, for example, to enable lap welding, can be arranged at one or both of these end edges. One or both of these end edges can, for example, have flat end surfaces in the web thickness direction. An end edge of the second longitudinal web can also be part of the first connection area.

[0047] The second connection area can, for example, be designed as an end section, such as an end section extending transversely to the longitudinal beam section, which includes an end edge of the first longitudinal web and an end edge of the second longitudinal web. The end edge of the first longitudinal web and the end edge of the second longitudinal web can be parallel and / or at least partially straight. The end edge of the first longitudinal web and / or the end edge of the second longitudinal web can also have a kink or bend. Design features for welded connections can be provided at one or both of the aforementioned end edges. Overlap areas, for example to enable lap butt welding, can be arranged at one or both of the aforementioned end edges. One or both of the aforementioned end edges can, for example, have flat end surfaces in the web thickness direction.

[0048] The presented design enables simple and precise connections to adjacent parts or areas of the car body. In particular, it allows for welded joints that are easy to implement and provide high strength.

[0049] According to an advantageous embodiment of the longitudinal beam part according to the invention, a third connection area is arranged in the second longitudinal section when viewed in a cross-section at the end of an extension of the first longitudinal web and the second longitudinal web, wherein the extension in the first longitudinal section is removed.

[0050] Remarks regarding the third connection area have already been made above. Reference is made to these remarks accordingly.

[0051] The extension may be incorporated during the manufacturing of the longitudinal beam section using a pressure forming process (especially extrusion). The removal of the extension may then be carried out, for example, by mechanical removal, for example, by a separation process, for example, cutting, especially shearing and / or machining, especially milling and / or grinding.

[0052] The third connection area can, for example, be designed as an end section, such as an end section extending longitudinally along the longitudinal beam section, comprising an end edge of the first longitudinal web or an extension of the first longitudinal web and an end edge of the second longitudinal web or an extension of the second longitudinal web. The end edge of the first longitudinal web and the end edge of the second longitudinal web can be parallel and / or straight. Design features for welded connections can be provided at one or both of these end edges. Overlap areas, for example to enable lap butt welding, can be arranged at one or both of these end edges. One or both of these end edges can, for example, have flat end surfaces in the web thickness direction.

[0053] The presented design enables simple and precise horizontal connections to adjacent parts or areas of the car body at different heights during installation. For example, a low horizontal connection can be made to a longitudinal beam of a high-floor section of the car body, ensuring that the horizontal connection does not extend into a rounded area of ​​a wheel cutout on the longitudinal beam of the high-floor section, but remains below it.

[0054] However, the connection to a side wall of a low-floor area of ​​a car body can be located higher.

[0055] According to an advantageous embodiment of the longitudinal beam part according to the invention, in the first longitudinal section, when viewed in a cross-section, the second longitudinal web and the first longitudinal web have a bend or a kink, and the third longitudinal web runs on the inside of the bend or kink.

[0056] The inside of the bend can be a region of space that is radially farther from a center point of the bend than the path of the bend itself. The same applies to the inside of the kink: the inside of the kink can be a region of space on the side of the kink where the angle is less than 180°. The third longitudinal web can run along the inside of the bend or kink, or along at least a portion of a web that forms the inside of the bend or kink, or overlapping with that portion, or overlapping with the kink or bend itself.

[0057] The third longitudinal web can, for example, extend from the second longitudinal web. The third longitudinal web can, for example, branch off from the second longitudinal web, such that it branches off before the bend or kink. It can extend with its longer dimension (e.g., height) in a direction that is parallel to the direction of the longer dimension (e.g., height) of the second longitudinal web after the bend or kink.

[0058] The presented design allows for a particularly stable and compact construction of the longitudinal beam section. Removing the third longitudinal web is nevertheless easily possible. Furthermore, the bend or kink can be designed to correspond to a desired bend or kink in a lower side area of ​​the car body.

[0059] Furthermore, a car body of a rail vehicle comprising a longitudinal beam component according to the invention is proposed. Also proposed is a rail vehicle comprising a car body with the longitudinal beam component according to the invention, and a rail vehicle with the longitudinal beam component according to the invention.

[0060] The above remarks regarding the car body and, consequently, a rail vehicle with the car body or with the longitudinal beam component according to the invention apply accordingly. Full reference is also made to the designs and advantages of the longitudinal beam component. The car body can have a high-floor area and a low-floor area. The longitudinal beam component can, in particular, be located between a high-floor area and a low-floor area. The longitudinal beam component can, for example, be located in a lower lateral exterior paneling area and / or a lower lateral side wall area. The longitudinal beam component can be an exterior paneling and / or a side wall.

[0061] A car body or rail vehicle equipped with the longitudinal beam component according to the invention exhibits, in particular, high bending stiffness about a transverse axis (often referred to as the y-axis). Precisely fitting connections with other parts or areas of the car body enable optimization with regard to weight, dimensions, material utilization, and installation space utilization. Over-dimensioning can be avoided. Connection areas can be designed with a precise fit, thus preventing geometric incompatibilities, material protrusions, and unfavorable stress concentrations. Precisely fitting connection areas also prevent the ingress of moisture and dirt into the longitudinal beam component and / or adjacent parts.

[0062] According to an advantageous embodiment of the car body according to the invention, the longitudinal beam part is arranged below a door cutout.

[0063] A door opening can be understood as a lateral door opening that serves as a connection for passengers from a passenger compartment inside the car body to the outside.

[0064] In particular, the first longitudinal section can be arranged behind the door opening and the second longitudinal section in front of the door opening. The longitudinal beam section can extend below the door opening with a third longitudinal section. The third longitudinal section can have a cutout in the longitudinal beam section, which can, in particular, be part of the door opening. For example, in the installed state, the first longitudinal section can be located behind the door opening in the longitudinal direction of the car body, and the second longitudinal section in front of the door opening, or vice versa.

[0065] The use of the longitudinal beam component according to the invention under a door opening is particularly advantageous because the bending stiffness in this area of ​​the car body is reduced due to the door openings. Increasing the bending stiffness using the longitudinal beam component in this area is therefore particularly beneficial with regard to fatigue strength, strength under exceptional load conditions, strength in accidents, and the vibration behavior of the car body.

[0066] According to an advantageous embodiment of the car body according to the invention, a first connection of the longitudinal support part with a first partial area of ​​the car body extends along a longitudinal direction of the car body, and a further connection of the longitudinal support part with a further partial area of ​​the car body extends at least partially along a vertical.

[0067] The first connection can be made, in particular, by means of a first connection area. The above remarks regarding the first connection area apply accordingly. The second connection can be made, in particular, by means of a further connection area. The further connection area can, in particular, be the second connection area already discussed above. The above remarks regarding the second connection area apply accordingly. The vertical can be a vertical with respect to the car body when viewed in a normal orientation (as integrated into a rail vehicle standing on rails). The vertical can correspond to a perpendicular with respect to the ground.

[0068] The first connection and / or the subsequent connection can be, in particular, welded joints. The stresses on the longitudinal beam section resulting from the presented design during operation of the rail vehicle in which the car body is located are advantageous. The first connection allows longitudinal forces to be transferred to the car body, especially via shear stresses – for example, shear stresses at a weld. The subsequent connection allows longitudinal forces on the car body (which can also occur during bending loads on the car body) to be transferred via tensile / compressive stresses. This avoids harmful stress concentrations in any of the aforementioned stress types. Furthermore, the first longitudinal connection and the subsequent vertical connection allow for simple geometric installation of the longitudinal beam section into the car body. In particular, there is no need to insert it between two parts.

[0069] According to an advantageous embodiment of the car body according to the invention, the first connection is a connection between the longitudinal beam part and a first longitudinal beam in a high-floor area of ​​the car body, and the further connection is a connection between the longitudinal beam part and a second longitudinal beam in a low-floor area of ​​the car body.

[0070] The first longitudinal beam in the high-floor section can be subject to different stresses than the second longitudinal beam in the low-floor section due to its location and the design of the car body. In the high-floor section, bending loads on the car body about a transverse axis (often referred to as the y-axis in railway vehicle construction) can cause higher stresses, particularly because the smaller cross-section of the car body in the high-floor section results in a lower area moment of inertia and thus a lower bending stiffness than in the low-floor section. Conversely, the cross-section of the car body is larger in the high-floor section, especially in the vertical direction, which can result in higher bending stiffness about the transverse axis.In the context of a stress-optimized design, thinner wall thicknesses of the car body's outer walls may suffice in low-floor areas compared to high-floor areas. The longitudinal beam component, with its ability to provide precise connections even with varying connection widths, is therefore particularly advantageous in the described installation situation.

[0071] Furthermore, a method for manufacturing a longitudinal beam part according to the invention is proposed, comprising the following steps: Manufacturing a pre-product of the longitudinal beam part using a pressure forming process, wherein the pre-product has a first longitudinal web, a second longitudinal web and a third longitudinal web, wherein the first longitudinal web, the second longitudinal web and the third longitudinal web are arranged next to each other when viewed in a cross-section such that the first longitudinal web and the second longitudinal web as well as the second longitudinal web and the third longitudinal web each overlap at least partially, wherein the second longitudinal web is arranged between the first longitudinal web and the third longitudinal web; removing the third longitudinal web in a longitudinal section of the pre-product.

[0072] With regard to the embodiments and advantages of the method according to the invention, full reference is made to the embodiments and advantages of the longitudinal beam part presented.

[0073] The step of manufacturing the intermediate product can (and in practice is) carried out before the step of removing the third longitudinal web in a longitudinal section of the intermediate product. The intermediate product can correspond to the longitudinal beam section according to the invention insofar as the third longitudinal web has not yet been removed in the longitudinal section. The longitudinal section can, in particular, be the second longitudinal section, as has already been discussed extensively. The manufacturing of the intermediate product can, in particular, be carried out by extrusion. The removal can, in particular, be carried out by a separation process, for example, cutting (in particular shearing) and / or machining (in particular milling and / or grinding).

[0074] The process represents a simple, cost-effective, and fast method for manufacturing the longitudinal beam component according to the invention, as all steps can be implemented using proven and mature production engineering methods. Automation or partial automation of the process steps, for example for series production of the longitudinal beam component, is also possible.

[0075] Furthermore, a method for manufacturing a car body for a rail vehicle is proposed, comprising the method for manufacturing a longitudinal beam part according to the invention, additionally comprising the following step Connecting the longitudinal beam section to a part of the car body.

[0076] As an alternative to the proposed method for manufacturing a car body, a method for manufacturing a rail vehicle is proposed, comprising the presented method for manufacturing a longitudinal beam part according to the invention, additionally comprising the following steps: Connecting the longitudinal beam section to a part of the car body, assembling the rail vehicle with the car body.

[0077] In general, but especially with regard to possible connections of the longitudinal beam part with a partial area of ​​the car body, full reference is made to the presented embodiments and advantages of the method for manufacturing the longitudinal beam part according to the invention and the embodiments and advantages of the presented embodiments of the longitudinal beam part.

[0078] The connection of the longitudinal beam section to the car body can be achieved, in particular, by means of a weld. In this process, if, for example, the longitudinal beam section forms an outer wall of the car body, an outer longitudinal web (e.g., the first longitudinal web) can be connected to another outer longitudinal web of an adjacent part (e.g., side wall, longitudinal beam in a low-floor area). An inner longitudinal web (e.g., the second longitudinal web) can be connected to another inner longitudinal web of the adjacent part.

[0079] With regard to the third longitudinal web, the third longitudinal web can be connected, in particular, to another internal longitudinal web of an adjacent part (for example: longitudinal beams in a high-floor area). With regard to the first longitudinal web, a connection can additionally be made to an external longitudinal web of the adjacent part.

[0080] Exemplary embodiments of the inventions are described below with reference to the accompanying drawing. The individual figures in the drawing show: Fig. 1 shows a cross-section of a semi-finished product from which the longitudinal beam part according to the invention is manufactured; Fig. 2 shows a cross-section of a first longitudinal section of the longitudinal beam part, which is made from the in Fig. 1 Fig. 3 shows a cross-section of a second longitudinal section of the longitudinal beam part; Fig. 4 shows a cross-section of a longitudinal beam in a high-floor area; Fig. 5 shows a section of a car body in which the longitudinal beam part is integrated; Fig. 6 shows a connection between the longitudinal beam part; Fig. 7 shows a section of the car body W; Fig. 8 shows a section of the car body W; Fig. 9 shows a section of the car body W; Fig. 10 shows a section of the car body W; Fig. 11 shows a section of the car body W; Fig. 12 shows an embodiment of the inventive method for manufacturing a longitudinal beam part according to the invention; Fig. 13 shows an embodiment of the inventive method for manufacturing a car body for a rail vehicle.

[0081] Identical reference symbols are used for identical or essentially identical parts, assemblies, steps, or instances.

[0082] Fig. 1 shows a cross-section of a pre-product 10 from which the longitudinal beam part LT according to the invention is produced (see Fig. 2 , 3 , 5The pre-product 10 is an extruded part. The pre-product 10 has a first longitudinal web 1. The first longitudinal web 1 has a bend in a bending region K. The pre-product 10 has a second longitudinal web 2. The second longitudinal web 2 also has a bend in a bending region K. The pre-product 10 has a third longitudinal web 3. It extends from the second longitudinal web 2 and runs parallel to a portion of the first longitudinal web 1 and parallel to a portion of the second longitudinal web 2. The third longitudinal web 3 overlaps with the portion of the second longitudinal web 2 and the portion of the first longitudinal web 1. The pre-product 10 has orthogonal reinforcing ribs 4 and diagonal reinforcing ribs 5b of small width and diagonal reinforcing ribs 5a of large width. The first longitudinal web 1, the second longitudinal web 2 and the third longitudinal web 3 are each significantly smaller in width than in height.In three dimensions, the first longitudinal web 1, the second longitudinal web 2, and the third longitudinal web 3 correspond to plates or strips of plates. In its installed state, the first longitudinal web 1 forms an outer skin of the car body, while the second longitudinal web 2 and the third longitudinal web 3 each form an inner skin of the car body. The pre-product has an extension 11 of the first longitudinal web 1 (which is part of the first longitudinal web 1) and an extension of the second longitudinal web 2 (which is part of the second longitudinal web 2). In cross-section, the first longitudinal web 1, the second longitudinal web 2, and the third longitudinal web 3 are connected to each other in a truss-like structure by means of the orthogonal reinforcing ribs 4, the narrow diagonal reinforcing ribs 5b, and the wide diagonal reinforcing ribs 5A. The cross-section shown extends over the entire longitudinal extent of the pre-product 10, which is defined by the plane of the drawing. Fig. 1 extends outwards, immediately.

[0083] Fig. 2 shows a cross-section of a first longitudinal section LA1 of the longitudinal beam part LT, which is manufactured based on the pre-product 10 (see also Fig. 5 In the first longitudinal section LA1, the extension 11 of the first longitudinal web 1 and the extension 12 of the second longitudinal web 2 are not present. They have been removed mechanically, for example by milling or grinding. A first connection area A1 is located at one end of the third longitudinal web 3 and the first longitudinal web 1. The first connection area A1 has a protruding material area A11 of the first longitudinal web 1 and a protruding material area A13 of the third longitudinal web 13.

[0084] The first longitudinal section LA1 can, for example, comprise at least 10%, preferably at least 20%, of the total length of the longitudinal beam section LT. It serves to connect to a longitudinal beam HL in a high-floor area (see Fig. 4 , 5 , 6 ).

[0085] Fig. 3 Figure 1 shows a cross-section of a second longitudinal section LA2 of the longitudinal beam section LT. The second longitudinal section LA2 contains the extension 11 of the first longitudinal web 1 and the extension 12 of the second longitudinal web 2. The third longitudinal web 13 (see Figure 1) Fig. 1 ), which is still present on the preliminary product 10, is removed by machine, for example by milling or grinding.

[0086] A third connection area A3 is located at one end of the extension 11 of the first longitudinal web 1 and the extension 12 of the second longitudinal web 2. The third connection area A3 has a projecting material area A31 of the extension 11 of the first longitudinal web 1 and a projecting material area A32 of the extension 12 of the second longitudinal web 2. The projecting material areas can be used, in particular, for the creation of welded connections.

[0087] The second longitudinal section LA2 can, for example, comprise at least 3% of the total length of the longitudinal beam section LT. It serves to connect to a longitudinal beam NL in a low-floor area (see Fig. 5 ).

[0088] Fig. 4 shows a cross-section of the longitudinal beam HL in the high-floor area (see Fig. 5 , 6 The longitudinal beam HL has a complementary connection area K1, with complementary material areas K11 and K13. The complementary material areas K11 and K13 serve to connect to the projecting material area A11 of the first longitudinal web 1 and the projecting material area A13 of the third longitudinal web 3.

[0089] Fig. 5 Figure 1 shows a section of a car body W in which the longitudinal beam section LT is integrated. Between the longitudinal beam section LT, more precisely, between the first longitudinal section LA1 of the longitudinal beam section LT and the longitudinal beam HL in the high-floor area of ​​the car body W, there is a horizontal first connecting section V1. It is shown in Fig. 6 shown in more detail. The longitudinal beam section LT is located below a door opening TA. A window opening FA of the car body is also shown. The car body W is shown in its raw form, i.e., not integrated into a rail vehicle. However, it may be located in a rail vehicle, although not shown. The longitudinal beam section LT has a second connection area A2, which is provided at the (relative to the car body W) front end of the longitudinal beam section LT, which is vertical at the top and angled at the bottom. In a top view, the second connection area A2 has the shape of the cross-section of the longitudinal beam section LT in the second longitudinal section LA2, as shown in Fig. 3 is shown.

[0090] In Fig. 5 Accordingly, a second vertical connection area V2, viewed in a longitudinal direction LR of the vehicle, is located in front of the door opening TA. It establishes a connection between the longitudinal beam section LT, more precisely between the connection area A2 and the longitudinal beam NL in the low-floor area. A third horizontal connection area V3 between the connection area A3 and a side wall S of the car body W is also located in Fig. 5 shown. A floor support BT is arranged below the longitudinal beam section LT.

[0091] A connection in a first connection area V1 between the projecting material area A11 of the first longitudinal web 1 and the complementary material area K11, as well as a connection in the first connection area V1 between the projecting material area A13 of the third longitudinal web 3 and the complementary material area K13, is formed in Fig. 6 shown. For the sake of clarity, the reference symbols are not repeated; in this respect, reference is made to the Fig. 2 and 4 referred to. Due to the large width BR of the connection area V1, a high area moment of inertia about a transverse axis (often referred to as the y-axis) of the car body W can be achieved.

[0092] In Fig. 7 A section of the car body W is shown, with the view looking obliquely from the outside in the longitudinal direction LR. In particular, the second connection area V2 on the side of the longitudinal beam NL in the low-floor area is visible insofar as the connection surface of the longitudinal beam NL is shown. The connection surface of the longitudinal beam section LT corresponds to that shown in Fig. 3 The cross-section shown. The longitudinal beam NL also has two longitudinal webs, similar to the longitudinal beam section LT in the second longitudinal section LA2. The second longitudinal section LA2 of the longitudinal beam section LT is in Fig. 7 Not shown. It borders directly on the longitudinal beam NL. Intersecting surfaces of the two longitudinal webs of the longitudinal beam NL are connected in connection area V2 by means of welded connections to the first longitudinal web 1 and to the second longitudinal web 2 and to the extension 11 of the first longitudinal web 1 and to the extension 12 of the second longitudinal web 2.

[0093] In Fig. 8 A section of the car body W is shown, with the cross-section shown in relation to that in Fig. 7 the cross-section shown is slightly further back, against the longitudinal direction LR (see Fig. 5 The longitudinal beam section LT is shown in its second longitudinal section LA2. The second connection area V2 is visible insofar as a weld seam can be seen from the outside, which is shown as a line. Additionally, the third connection area V3 is shown in cross-section. The third connection area V3 is similar in principle to the first connection area V1, although it does not involve the same longitudinal webs. The first connection area V1 is located at the extension 11 of the first longitudinal web 1 and at the extension 12 of the second longitudinal web 2. The third longitudinal web 3 is removed in the second longitudinal section LA2. Accordingly, it is shown in Fig. 8 not apparent.

[0094] The connection areas V1, V2, and V3 are precisely designed to fit the respective connected part, in particular without any protruding material. The material utilization, weight, dimensions, and installation space utilization of the longitudinal beam section LT are therefore advantageous compared to other types of longitudinal beams. Over-dimensioning is avoided. Geometric incompatibilities, material protrusions, and unfavorable stress concentrations in the connection areas V1, V2, and V3 are prevented. Furthermore, the precise geometry prevents moisture and dirt from penetrating the longitudinal beam section LT and / or adjacent parts. The same applies to a fourth connection area V4 with the floor support BT, which is fundamentally similar in design to the first connection area V1.

[0095] In Fig. 9 A section of the car body W is shown, with the cross-section shown in relation to that in Fig. 8 The cross-section shown is slightly further back, further against the longitudinal direction LR (see Fig. 5 ). The longitudinal beam section LT has a third longitudinal section LA3 in which a large upper area of ​​the longitudinal beam section LT has been removed, for example by milling or grinding. This results in the door opening TA (see Fig. 5 ) extended downwards, so that it reaches down to a floor which may be provided within the car body W.

[0096] In Fig. 10 A section of the car body W is shown, with the cross-section shown in relation to that in Fig. 9 The cross-section shown is again slightly further back, further against the longitudinal direction LR (see Fig. 5 The cross-section shown is from a different perspective, now viewed obliquely from the inside, against the longitudinal direction LR. The longitudinal beam section LT is shown in an area where the first longitudinal section LA1 transitions into the third longitudinal section LA3. As already described, a large upper section of the longitudinal beam section LT is removed in the third longitudinal section LA3. This particularly affects the third longitudinal web 3 and parts of the first longitudinal web 1 and parts of the second longitudinal web 2.

[0097] In Fig. 11 A section of the car body W is shown, with the cross-section shown in relation to that in Fig. 10 The cross-section shown is now located slightly further forward in the longitudinal direction LR. The cross-section shown is located at approximately the same longitudinal position as the one in Fig. 9 The cross-section shown is from a different perspective, obliquely from the inside in the longitudinal direction LR. It is particularly noticeable in comparison to... Fig. 10 to recognize that the third longitudinal web 3 in the second longitudinal section LA2 is removed.

[0098] In Fig. 12 An embodiment of the inventive method for manufacturing a longitudinal beam component according to the invention, for example the longitudinal beam component LT, is shown. In a first step S1, a pre-product, for example the pre-product 10, is manufactured using a pressure forming process, in particular extrusion. The pre-product 10 serves to manufacture the longitudinal beam component LT according to the invention by removing the third longitudinal web 3 in a longitudinal section of the pre-product.

[0099] In a second step S2, which is carried out after completion of the first step S1, the third longitudinal web 3 and the reinforcing rib adjacent to the third longitudinal web 3 are accordingly constructed (see figure). Fig. 2 ) removed, for example by milling or grinding.

[0100] The presented design of the process is particularly simple, cost-effective, and quick to implement, as it utilizes well-known and proven production and processing methods. The previously mentioned advantages regarding the manufactured longitudinal beam component LT apply accordingly.

[0101] In Fig. 13An embodiment of the inventive method for manufacturing a car body for a rail vehicle is shown. The first step S1 and the second step S2 correspond to the steps S1 and S2 already presented. A third step S3 is added, in which the manufactured longitudinal beam section LT is connected to a section of a car body, for example, the car body W. This can be done using a connection area, for example, the first connection area A1 and / or the second connection area A2. Further connection areas may be provided. A connection can be made in connection area V1 (to the longitudinal beam HL in the high-floor area) using connection area A1, and a connection can be made in connection area V2 (to the longitudinal beam NL in the low-floor area) using connection area A2. Connections can be made, in particular, by welding.Further connections can be made, for example in connection area V3 (to the side wall S) and in connection area V4 (to the base support BT).

[0102] If the rail vehicle is to be manufactured using the wagon body Wein, a fourth step (not shown) can follow in which the rail vehicle is built using the wagon body W. Reference symbol list:

[0103] 10: Pre-product LT: Longitudinal beam section 1: First longitudinal web K: Buckling area 2: Second longitudinal web 3: Third longitudinal web 4: Orthogonal reinforcing rib 5a: Diagonal reinforcing ribs with large width 5b: Diagonal reinforcing ribs with small width 11: Extension of the first longitudinal web 12: Extension of the second longitudinal web LA1: First longitudinal section A1: First connection area A11: Projecting material area A13: Projecting material area HL: Longitudinal beam in a high-floor area LA2: Second longitudinal section 13: Third longitudinal web A2: Second connection area A21: Projecting material area A22: Projecting material area NL: Longitudinal beam in a low-floor area K1: Complementary connection area K11: Complementary material area K13: Complementary material area W: Car body V1: First connection area TA: Door opening FA: Window opening V2: Second connection area LR: Vehicle longitudinal direction V3: Third connection area S: Side wall BT: Floor supportBR: Width V4: Fourth connection area LA3: Third longitudinal section S1: First step S2: Second step S3: Third step

Claims

1. Longitudinal beam section (LT) for a car body (W) of a rail vehicle, wherein the longitudinal beam section (LT) is manufactured using a pressure forming process, wherein the longitudinal beam section (LT) has a first longitudinal section (LA1) in which a first longitudinal web (1), a second longitudinal web (2) and a third longitudinal web (3) are arranged next to each other when viewed in a cross-section such that - the first longitudinal web (1) and the second longitudinal web (2) and - the second longitudinal web (2) and the third longitudinal web (3) each overlap at least partially, wherein the second longitudinal web (2) is arranged between the first longitudinal web (1) and the third longitudinal web (3), wherein the longitudinal beam section (LT) has a second longitudinal section (LA2) in which the third longitudinal web (3) is removed.

2. Longitudinal beam part (LT) according to claim 1, characterized by the fact that in the second longitudinal section (LA2) the third longitudinal web (3) is removed mechanically.

3. Longitudinal beam part (LT) according to one of claims 1-2, characterized by the fact that it consists at least partially of aluminium and / or an aluminium alloy.

4. Longitudinal beam part (LT) according to one of claims 1-3, characterized by the fact that It is an extruded part.

5. Longitudinal beam part (LT) according to one of claims 1-4, characterized by the fact that in the first longitudinal section (LA1) it has a first connection area (A1) with the first longitudinal web (1) and the third longitudinal web (3) and in the second longitudinal section (LA2) it has a second connection area (A2) with the first longitudinal web (1) and the second longitudinal web (2).

6. Longitudinal beam part (LT) according to one of claims 1-5, characterized by the fact that In the second longitudinal section (LA2) a third connection area (A3) is arranged when viewed in a cross-section at the end of an extension of the first longitudinal web (1) and the second longitudinal web (2), wherein the extension in the first longitudinal section (LA1) is removed.

7. Longitudinal beam part (LT) according to one of claims 1-6, characterized by the fact that In the first longitudinal section (LA1), when viewed in a cross-section, the second longitudinal web (2) and the first longitudinal web (1) have a bend or a kink, and the third longitudinal web (3) runs on the inside of the bend or kink.

8. Car body (W) of a rail vehicle, comprising a longitudinal girder part (LT) according to one of claims 1-7.

9. Car body (W) according to claim 8, characterized by the fact that the longitudinal beam part (LT) is arranged under a door opening (TA).

10. Car body (W) according to one of claims 8-9, characterized by the fact that a first connection of the longitudinal beam part (LT) with a first sub-area of ​​the car body (W) extends along a longitudinal direction (LR) of the car body (W) and a further connection of the longitudinal beam part (LT) with a further sub-area of ​​the car body (W) extends at least partially along a vertical.

11. Car body (W) according to claim 10, characterized by the fact that the first connection is a connection between the longitudinal beam part (LT) and a first longitudinal beam (LH) in a high-floor area of ​​the car body (W) and the further connection is a connection between the longitudinal beam part (LT) and another longitudinal beam (LN) in a low-floor area of ​​the car body (W).

12. A method for manufacturing a longitudinal beam part (LT) according to any one of claims 1-7, comprising the following steps: - Manufacturing a pre-product (10) of the longitudinal beam part (LT) using a pressure forming process, wherein the pre-product (10) has a first longitudinal web (1), a second longitudinal web (2) and a third longitudinal web (3), wherein the first longitudinal web (1), the second longitudinal web (2) and the third longitudinal web (3) are arranged side by side when viewed in a cross-section such that the first longitudinal web (1) and the second longitudinal web (2) as well as the second longitudinal web (2) and the third longitudinal web (3) each overlap at least partially, wherein the second longitudinal web (2) is arranged between the first longitudinal web (1) and the third longitudinal web (3); - Removing the third longitudinal web (3) in a longitudinal section of the pre-product (10).

13. Method for manufacturing a car body (W) for a rail vehicle, comprising the method for manufacturing a longitudinal beam part (LT) according to claim 12, further comprising the following step - connecting the longitudinal beam part (LT) with a partial area of ​​the car body (W).