Large Component for a Rail Vehicle

Abstract

A large component for a rail vehicle includes a grid structure of bows and ribs, and paneling formed from the grid structure, where the ribs are formed as planar sheet metal parts that are butt-welded to the paneling, and the bows are configured as planar sheet metal parts that are butt-welded to the paneling, and where a C-rail is arranged on at least one of the bows.

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to a large component for a rail vehicle.

2. Description of the Related Art

Large components of rail vehicles, such as side walls, end walls, roofs or bogies, can be produced from metal in what is known as a differential construction. In this differential construction, a framework structure is constructed from sheet metal profiles and paneled with a sheet metal board, with the sheet metal board constituting the outer skin of the large component. The resulting structure offers high strength with low weight and is equally suitable for production from steel or stainless steel. The framework structure is constructed from ribs and stiffeners, oriented normally to the ribs, which are customarily welded to each other and to the paneling. The structure constructed in this way does not adequately satisfy modern strength requirements and a simultaneously low mass, so optimizations of this construction have been created. For example, the paneling can be constructed from a plurality of metal sheets, which have different properties respectively, so that metal sheets with a greater thickness or a different material composition can be provided at points with high strength requirements. Typically, the corners of door and window apertures require a higher strength that is not necessary at other points. These sheet metal parts are customarily joined to each other via welding, where, in particular, a welding method with optimally low heat influx should optionally be chosen, so that only slight warping of the parts occurs and the necessary finishing, such as smoothing and cementing, can be minimized. In particular, automated welding methods are advantageous, where accessibility to the welding points by the welding machine should be structurally heeded.

One welding method that is often used is point welding in which electrical current is conducted through two overlapping metal sheets and these are locally fused. Overlapping of the metal sheets is necessary here, and this can result in increased mass of the large component and potentially in problems with rust protection at the point of overlap. For the arrangement of interior fittings, such as seats, grab poles, ticket machines, and/or trim panels, fixing points are provided to which these interior fittings can be detachably fixed. What are known as C-rails have proven themselves here because they allow an exact adjustment of the assembly site. The simultaneous fulfilment of different requirements made of a large component of a rail vehicle, in particular low mass with optimum local distribution of the strength, corrosion protection and automatable production capacity with minimal requirement for finishing as well as the integration of a C-rail cannot be achieved with measures known from the prior art.

SUMMARY OF THE INVENTION

In view of the foregoing, it is therefore an object of the invention to provide a large component of a rail vehicle that is optimized with regard to its manufacture via laser welding and that has a C-rail.

These and other objects and advantages are achieved in accordance with the invention by a large component for a rail vehicle comprising a grid-like structure that is constructed from bows and ribs and paneling of this grid-like structure, where the ribs are formed as planar sheet metal parts, which are butt-welded to the paneling, and the bows are formed as planar sheet metal parts, which are butt-welded to the paneling, and where a C-rail is arranged on at least one of the bows.

Consequently, it becomes possible to achieve the advantage of being able to create a paneled wall of bows that can be automatically produced, that comprises a C-rail and whose individual parts can each be separately produced very easily.

Inventively, a structure is to be produced from bows and ribs, with the bows and ribs being formed as planar sheet metal parts. In contrast to the conventional construction, in which Z-profiles or top hat profiles are mostly used, in the objective solution a planar sheet metal blank is used because no overlaps are necessary for the production of a welded seam. The bows and ribs are joined to the paneling in a flush manner respectively by what is referred to as a T-joint. A welded seam of this kind is preferably produced via laser welding because this introduces the necessary energy in a very spatially limited manner and warping of the joined parts is thus minimal. In addition, the surface quality of the paneling at the side remote from the welded seam is not impaired by the laser welding, so no finishing, such as cementing and smoothing, is required at this location. This is particularly advantageous, because this side is generally a visible surface on the appearance of which great value is placed.

A further advantage of the inventive method lies in the fact that, due to the smaller heat-affected zone, the use of cold-worked steels is preferred because they are only minimally impaired in terms of strength in this case.

The bows are at least partially joined to a C-rail before being assembled with the paneling and ribs, and are joined as a combined, pre-fabricated subassembly to the ribs and the paneling to form a large component. It is advantageous, in this, case to use a C-rail made from the same material as the bows and that is produced from sheet metal by a forming process. Typically, roll profiles can be used for this structure. The bows are divided into individual bow sections that are welded on the side of the C-rail remote from the opening of the C-rail. When the large component is assembled, the ribs mesh in the spacings between the individual bow sections, producing a grid structure.

In an embodiment of the invention, it is advantageous to fit the ribs with an outer contour that allows the C-rail to be mounted on the ribs in its assembly position. In this way, forces acting on the C-rail, in particular vertically downwardly oriented weight forces due to interior fittings, can be introduced directly into the ribs and thus the large component. The bows are thus substantially freed from bending forces.

It is also advantageous to weld the C-rail at its contact area to the ribs in each case. Consequently, forces directed away from the contact area can also be introduced into the ribs and a potential source of noise is eliminated.

The proposed construction offers outstanding corrosion protection even when conventional, non-rust-free steels are used because the entire surface of all parts is easily accessible and can be provided with an appropriate anti-corrosion coating. As a result of the construction from simple, planar sheet metal pieces no undercuts are produced into which the corrosion protection can often only inadequately penetrate. Corrosion protection measures can be implemented especially easily, particularly as a result of the sole use of butt-welded seams and the resultant foregoing of double sheet metal layers. A further advantage lies in the lower mass of a large component compared to a large component with the same dimensions and strength, because double sheet metal layers are omitted for the production of welded seams.

In a preferred embodiment of the invention, the paneling is constructed from a plurality of metal sheets that have different material compositions or thicknesses. In this way, locally increased strength requirements, for example, at the corners of windows or the attachment of door pillars, can be considered without this increased strength also having to be provided at points without this need. It is essential in this connection to configure the outer skin of the large component to be step-free. The different sheet metal thicknesses are to be taken into account on the inside of the paneling via appropriate dimensioning of the bows and ribs.

The inventive large component is particularly advantageously used as a side wall of a rail vehicle because the specific advantages, in particular the integration of a C-rail, particularly come to bear in this connection. Interior fittings, such as seats, partitions, and/or grab poles, are mostly fixed to the side walls in practice. Use as an end wall or roof can likewise be provided because further sub-assemblies, such as ventilation ducts, roof cladding or ticket machines, are often also to be fixed to them.

In a further embodiment of the invention, it is recommended that a C-rail is joined to the large component in the disclosed manner and that it is arranged below a window frame as well as fitted with water inlet holes and water outlet holes. In the installation position, the water inlet holes are to be provided at the base of the C-profile above the fixing to the bows. In this way, water that has penetrated through the window seals can be collected at a predetermined point and diverted in a targeted manner so that the water does not reach other parts of the side wall structure. The water flows out of the C-rail via water outlet holes that are arranged at those points on the lower side of the C-rail (in the installation position) at which a reliable outflow of water is guaranteed.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings, by way of example:

FIG. 1 shows a section of a large component in accordance with the invention;

FIG. 2 shows a view of a large component in accordance with the invention;

FIG. 3 shows an oblique view of a large component in accordance with the invention; and

FIG. 4 shows a detail of a large component in accordance with the invention.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

FIG. 1 shows, by way of example and schematically, a large component of a rail vehicle in a sectional representation. A section through a large component 1 in the form of a side wall is represented in a highly abstracted manner, which component is manufactured in a differential construction. This large component 1 is constructed from paneling 4 and a frame of bows 2 and ribs 3, with the section shown extending in the vertical direction between two ribs 3. The bows 2 are formed as planar sheet metal parts and are butt-welded to the paneling 4 via a laser welded seam 6. The ribs 3, vertically oriented in the installation position, are also welded to the paneling 4 (welded seam not shown) and have such a contour that a molding located on the ribs 3 is formed for supporting a C-rail 5. This C-rail 5 is joined to the bows 2 via a laser welded seam 6. There is no direct joint between the bows 2 and the ribs 3. The lower edge of the C-rail 5 is joined to the ribs 3 at their molding for support via a short welded seam 7. Forces acting on the C-rail 5 are thus introduced directly into the ribs 3.

FIG. 2 shows, by way of example and schematically, is a large component of a rail vehicle in a view onto the carrying structure of bows and ribs. The abstracted example from FIG. 1 is represented in the view from inside onto the large component, with the bows 2 being hidden by the C-rail 5. The bows 2 do not touch the ribs 3 and are not welded to them either. The C-rail 5 is joined to the ribs 3 via a welded seam 7, however. The laser welding method enables exact positioning of such a welded seam with very little spatial extension.

FIG. 3 shows, by way of example and schematically, a large component of a rail vehicle in an oblique view. A section of a large component 1 of a rail vehicle is represented in an oblique view from inside, which component forms a side wall with two window apertures. The large component 1 comprises a carrying structure of bows 2 and ribs 3, with C-rails being arranged on the bows 2. The ribs 3 are placed more narrowly between the window gaps to reduce the warpage of the side wall. In the exemplary illustrated embodiment, three C-rails 5 are provided below the window apertures, and these can be used, for example, for fixing seats. The same principle that underlies the invention can also be used in a roof, for instance, for fixing cable runs or air-conditioning ducts, or in an end wall.

FIG. 4 shows, by way of example and schematically, a detail of the large component of a rail vehicle from FIG. 3. The supporting of the C-rail 5 on a rib 3 is represented, with exact support of the C-rail 5 being guaranteed by the shaping of the outer contour of the rib 3. In this way, a welded seam can exactly join to the rib 3.

Thus, while there have been shown, described and pointed out fundamental novel features of the invention as applied to a preferred embodiment thereof, it will be understood that various omissions and substitutions and changes in the form and details of the devices illustrated, and in their operation, may be made by those skilled in the art without departing from the spirit of the invention. For example, it is expressly intended that all combinations of those elements which perform substantially the same function in substantially the same way to achieve the same results are within the scope of the invention. Moreover, it should be recognized that structures and/or elements shown and/or described in connection with any disclosed form or embodiment of the invention may be incorporated in any other disclosed or described or suggested form or embodiment as a general matter of design choice. It is the intention, therefore, to be limited only as indicated by the scope of the claims appended hereto.

Claims

1.-11. (canceled)

12. A large component for a rail vehicle, comprising: a grid-like structure of bows and ribs; anda paneling formed from said grid-like structure;wherein the ribs are formed as planar sheet metal parts which are butt-welded to the paneling, and the bows are formed as planar sheet metal parts which are butt-welded to the paneling; andwherein a C-rail is arranged on at least one of bow of the grid-like structure of bows.

13. The large component for a rail vehicle as claimed in claim 12, further comprising: a C-rail arranged on the at least one bow;wherein the C-rail is formed as a roll-profiled part which is butt-welded to the bow.

14. The large component for a rail vehicle as claimed in claim 12, wherein the ribs have an outer contour which allows the C-rail to be mounted on the ribs in an assembly position.

15. The large component for a rail vehicle as claimed in claim 13, wherein the ribs have an outer contour which allows the C-rail to be mounted on the ribs in an assembly position.

16. The large component for a rail vehicle as claimed in claim 14, wherein the C-rail is welded to the ribs at at least one point.

17. The large component for a rail vehicle as claimed in claim 12, wherein the large component is formed as a side wall.

18. The large component for a rail vehicle as claimed in claim 12, wherein the large component is formed as an end wall.

19. The large component for a rail vehicle as claimed in claim 12, wherein the large component is formed as a roof.

20. The large component for a rail vehicle as claimed in claim 12, wherein the paneling is constructed from a plurality of metal sheets having different material compositions or thicknesses.

21. The large component for a rail vehicle as claimed in claim 12, wherein the bows, ribs, paneling and the C-rail are welded via a laser welding method.

22. The large component for a rail vehicle as claimed in claim 12, wherein the bows, ribs, paneling and the C-rail are manufactured from corrosion-resistant steel or non-corrosion-resistant steel.

23. The large component for a rail vehicle as claimed in claim 12, wherein the large component is fitted with a window frame and a C-rail is arranged below the window frame; and wherein water inlet holes and water outlet holes are introduced into the C-rail.