Patent Application
20220281491
The present invention generally relates to the field of car bodies of rail vehicles. More specifically, the invention relates to a floor structure of a rail vehicles which is removably fixed to a supporting structure.
Passenger rail cars are typically designed to last some 40 years. This is however only partially true as the vehicle will normally undergo a major refurbishment around its mid-life when many components will be changed. Passenger floors, especially those of subways, are subjected to heavy wear and are therefore part of the components required to be replaced during the refurbishment process. This however proves to be a work-intensive process since the passenger floor of a vehicle is typically fixed to a supporting structural portion of the railcar body using a thick layer of adhesive. Indeed, not only must the passenger floor be separated from the supporting structure by cutting the adhesive, but any remains of the adhesive must also be removed from the supporting structure in preparation for receiving a new passenger floor.
The main reason why such a thick layer of adhesive is used to fix the passenger floor to the supporting structure of the railcar body is that the supporting structure is not sufficiently flat to directly attach the passenger floor on it. Indeed, the thickness of the adhesive between the supporting structure and the passenger floor varies, allowing the floor to be adequately flat although the supporting structure is not. Welding operations during the manufacturing process of the railcar body cause this unintended deformation in the floor supporting structure.
European Patent no. 2 570 322 to Büttner et al. disclose an alternative solution. In order to compensate for the insufficient flatness of the supporting structure, Büttner teaches attaching the passenger floor to the supporting structure through an intermediate structure mounted on the supporting structure with resilient mounts. Similarly to the varying thickness of adhesive, these resilient mounts are more or less compressed, thereby allowing the passenger floor to be flat while the supporting structure is not. However, because this intermediate structure is more rigid than the floor, the floor needs to be bolted to the intermediate structure. This makes for an expansive alternative.
There is therefore a need to provide a cheaper, more convenient way to install and remove a passenger floor in a railcar vehicle.
It is an object of the present invention to provide a floor structure for a rail vehicle and a method of manufacturing such a floor structure that overcomes or mitigates one or more disadvantages of known floor structures of rail vehicles, or at least provides a useful alternative.
The invention provides the advantages of providing a floor which may be repeatably installed and removed without leaving residues on a supporting structure of the car body.
In accordance with an embodiment of the present invention, there is provided a floor structure of a rail vehicle car body where the car body is provided with a left and a right sidewalls and where the floor structure comprises a left and a right longitudinal beams, a plurality of transverse structural members, a floor panel and a plurality of fasteners. The left and the right longitudinal beams extend longitudinally along the respective left and right sidewalls of the car body. Each transverse structural member is directly and permanently fixed at its one end to the left longitudinal beam and at its other end to the right longitudinal beam. The transverse structural members extend in a transverse direction of the car body. Each transverse structural member is placed at a predetermined longitudinal distance from each other. Each fastener has a first and a second interlocking halves. Each fastener is of the non-permanent, reclosable, pressure-interlocking type, thereby having the capability of being fastened and unfastened repeatably. Each transverse structural member is provided on its operatively mating surface with one of the first interlocking halves of the plurality of fasteners. These first interlocking halves are positioned at a predetermined transversal distance from the left longitudinal beam. The floor panel is provided on its underside with the second interconnecting halves of the plurality of fasteners. These second interlocking halves are installed, longitudinally, at the predetermined longitudinal distance from each other and, transversely, at the predetermined traversal distance from the left longitudinal beam. By doing so, the position of each second interlocking half corresponds to a position, within the rail car, of its respective interlocking first half installed on the mating surfaces of the transversal structural members. The floor panel is removably, and directly, attached atop the plurality of transverse structural members through interlocking the corresponding first and second halves of each one of the plurality of fasteners.
Optionally, each transverse structural member may be directly fixed to the left and right longitudinal beams using a permanent low-heat joining process such as a laser welding process or a friction-stir welding process, thereby defining a supporting structure having a substantially flat imaginary mounting plane. Advantageously, the mounting plane of this supporting structure may have a flatness tolerance of 3 mm (0.12 inch) per meter (3.28 feet).
Optionally, the floor panel may be made of a plurality of floor panel portions which are each attached to at least two transverse structural members.
Optionally, the plurality of fasteners may be a hook and loop reclosable fastener. The first interlocking half may be either one of the hook and loop while the second interlocking portion is the other of the hook and loop. Alternatively, the first and second interlocking halves may be of the mushroom-shaped head type.
Optionally, each first interlocking half affixed to one of the plurality of transverse structural members may run a majority of a length of the transverse structural member.
Alternatively or complementarily, each transverse structural member may be provided with a plurality of first interlocking halves disposed along a length of the transverse structural member at a predetermined pitch. Similarly, the underside of the floor panel may be provided with second interlocking halves running along a transversal direction of the floor panel at the predetermined pitch so that each second interlocking half may interlock with its corresponding first interlocking half.
Optionally, damping elements may be fixed to each of the plurality of transverse structural members in between the plurality of first interlocking halves disposed along the length of each one of the plurality of transverse structural members.
Advantageously, a sub-floor distance between the underside of the floor panel and a top surface of each one of the plurality of transverse structural members may be less than a thickness of the floor panel itself. This sub-floor distance may be substantially that of a thickness of one interlocked fastener which is typically less than 10 mm (0.39 inch).
Optionally, the floor structure may further comprise a left and a right baseboards attached respectively to the left and the right sidewalls at a junction of the floor panel and of the respective sidewall. The baseboards are operative to vertically lock the floor panel in place.
In accordance with another embodiment of the present invention, there is provided a rail vehicle integrating the floor structure described above.
In accordance with another embodiment of the present invention, there is provided a method of manufacturing a floor structure for a rail car having a left and a right sidewalls. The method comprises
Optionally, the joining may further comprise using a low-heat joining process selected from the list consisting of laser welding and friction-stir welding. Advantageously, this using of a low-heat joining produces the imaginary mounting plane of the supporting structure with a flatness tolerance within 3 mm (0.12 inch) per meter (3.28 feet).
Optionally, the attaching may further comprise interlocking together two compatible mushroom-head type of interlocking halves.
Optionally, the attaching may further comprise locating the floor panel at a sub-floor distance defined between the floor panel and each one of the plurality of transverse structural members that is less than a thickness of the floor panel. Advantageously, this sub-floor distance may substantially correspond to a thickness of one interlocked fastener.
These and other features of the present invention will become more apparent from the following description in which reference is made to the appended drawings wherein:
The present invention relates to a floor structure for a rail car where the floor structure may be easily installed and then removed when damaged and which has a low profile.
Details of the floor structure 14 are shown in
The transverse structural members 22 are fixed to both longitudinal beams using a low-heat welding process such as a laser welding process or a friction-stir welding process. These low-heat generating welding processes, which may be automated, advantageously only produce low to no deformation in the welded supporting structure 19. At least, these low-heat generating welding processes produce less deformation in the welded supporting structure than conventional welding processes, such as TIG or MIG welding, producing more heat. Consequently, a mounting plane 26 of the supporting structure 19 may be produced with a flatness tolerance within 3 mm (0.12 inch) per meter (3.28 feet). This level of flatness is important for the floor 24 to be directly mounted to the supporting structure 19 using fasteners 28 as will be further described below. In this context, directly means that the floor 24 is mounted to the supporting structure 19 solely through the fasteners 28 and that no other intermediate mounting structure, especially of the resilient type, is used.
The floor 24 is typically made of a sandwich construction where two skins are placed on each side of a core. The skins may be made of a metallic material or of laminated fiber-reinforced type of material bonded to the core. To cover the whole surface of the supporting structure 19, the floor 24 may be made of one or more floor panels 30. In other words, one or more floor panels 30 may make up the whole floor 24. Typically, and as shown in the present example, the floor 24 is made of many floor panels 30. Each floor panel 30 is attached to at least two transverse structural members 22. In the case where more than one floor panel 30 are used, these floor panels 30 are juxtaposed to each other and a sealant may be used at their junction to prevent air or water infiltrations, or from other environmental element.
Each transverse structural member 22, and optionally also each longitudinal beam 20, is provided on its operatively mating surface 36 with at least one first interlocking half 32. The first interlocking halves affixed to transverse structural members may run a majority of a length of the transverse structural member. Alternatively, and as depicted in
The mating surface 36 corresponds to the physical surfaces on which the first interlocking halves are fixed. The mounting plane 26 is a flat plane representing the plane on which the floor 24 would rest when mounted on the supporting structure 19 which may be distorted due to its manufacturing process. This distortion must be kept under a certain limit so that the mounting plane 26 lies within an acceptable flatness tolerance of the mating surface 36. If the supporting structure 26 is manufactured without any distortion, then the mounting plane 26 and the mating surface 36 are coplanar.
Each floor panel 30 making up the floor 24 is provided on its underside with second interconnecting halves 34 of the fasteners, corresponding to the installed first interconnecting halves 32 installed on the supporting structure 19. These second interlocking halves 34 are installed, in the longitudinal direction of the car body 10, at the same predetermined longitudinal distance from each other than those of the first interlocking halves 32. Similarly, the second interlocking halves 34 are installed, in the transverse direction of the car body 10, at the predetermined traversal distance from a reference point such as the left or the right longitudinal beam 20. By doing so, the longitudinal and lateral position of each second interlocking half 34 corresponds to a position, within the rail car, of its respective first interlocking half 32 installed on the mating surfaces 36 of the transversal structural members 22, and of the longitudinal beams 20 if so equipped. The floor panels 30 may therefore be directly and removably or releasably attached atop the supporting structure 19 through interlocking the corresponding first and second interlocking halves 32, 34 of each fastener 28.
Because the floor panels 30 are directly attached to the supporting structure 19 via the fasteners 28, a sub-floor distance between the underside of the floor panels 30 and a top surface of the transverse structural members 22 may be kept very small, essentially that of one fastened fastener 28. This sub-floor distance may be typically less than 20 mm (0.79 inch), even less than 10 mm (0.39 inch). This sub-floor distance may therefore be less than a thickness of one floor panel 30, which is typically 25.4 mm (1 inch) or more.
In order to damp vibrations, damping elements 38 may be fixed to at least some of the transverse structural members 22 in between the first interlocking halves 32 disposed along the length of the transverse structural members 22. These damping elements 38 are typically made of a resilient material having vibration-absorbing properties.
As best shown in
The floor structure 14 may be manufactured by using the following method:
Optionally the method of manufacturing the floor structure 14 may further comprise installing the damping elements 38 on the transverse structural members 22 beside the first interlocking half 32 fixed to the transverse structural members 22.
A further option may be that the attaching step may comprise locating the one or more floor panel 30 at the sub-floor distance which is less than the thickness of the floor panel 30.
The present invention has been described with regard to preferred embodiments. The description as much as the drawings were intended to help the understanding of the invention, rather than to limit its scope. It will be apparent to one skilled in the art that various modifications may be made to the invention without departing from the scope of the invention as described herein, and such modifications are intended to be covered by the present description. The invention is defined by the claims that follow.
