Patent Application
20210331718
The invention relates to the roof segments of a coach body, wherein several roof segments form the roof of the coach body and are used for a rail vehicle for transporting passengers, in particular for use in short distance operation, such as in underground and suburban railways, in which the rail vehicles or the train units formed of them need to be speeded up and slowed down at short intervals.
Known coach bodies of rail vehicles, in a conventional design, consist of a tubular construction with two end walls which as a rule are formed as a transition to an adjacent coach body. Alternatively, the end wall can also be formed as a driver's cab.
In a conventional design, the coach body consists of an underframe (also called undercarriage), two side walls and a roof. The assemblies, in particular the side walls and the roof, have a load-bearing, skeleton-like supporting structure, in which lightweight steel profiles are connected to each other or to a thin metal sheet which forms the outer cladding using known welding processes.
For the supporting structure and the cladding, in addition to steel and lightweight steel profiles and thin metal sheets, lightweight and corrosion-resistant materials made of aluminium or aluminium alloys are increasingly being used. Here, the aluminium is built in as a chamber profile to provide greater stability. However, aluminium components are also susceptible to corrosion if they are installed incorrectly.
Disadvantages of this differential design are the high outlay for the manufacture of the elements of the supporting structure and the cladding, and the high susceptibility to corrosion due to the positive-locking or material-bonded connection of the steel or lightweight steel components to each other or to other materials. Thus, the formation of condensation in particular in the area of the window and door apertures results in severe corrosion in the side walls with the result that the load-bearing assemblies in the area of the side walls and in the transition area between roof and side wall regularly have to be replaced after approx. 15 to 17 years.
In addition to the conventional skeleton-type design, efforts have been made for many years to bring alternative construction principles into practice, in particular for the roof and side wall assemblies.
Thus, from DE 196 19 212 A1 the coach body of a rail vehicle is known which substantially consists of horizontal and vertical panels, wherein the horizontal panels serve to form a floor and a roof and the vertical panels, in particular forming side walls, make it possible to install at least one window and one access door through corresponding apertures.
For the manufacture of the coach body, modules are used which are formed of fibre-reinforced plastic and which, in the section perpendicular to the longitudinal axis of the coach body, in each case form half-modules.
In each case two of these half-modules arranged complementary to each other and meeting in the middle across the vehicle form a longitudinal section.
The entire coach body consists of a plurality of in each case two half-modules which are connected to each other by suitable means. The half-modules particularly preferably have an inner wall and an outer wall which surround a core layer, wherein this is formed with good properties with respect to heat and sound insulation. The inner wall and the outer wall are preferably manufactured from fibre-reinforced plastic.
The fibre-reinforced plastics particularly preferably comprise glass, carbon, aramid and/or natural fibres. The plastics provided as matrix preferably comprise epoxy resins, unsaturated polyester resins, vinyl ester resins or phenolic resins.
A disadvantage of this design results from the size of the three-dimensionally formed modules. In addition, the adjoining module halves form a continuous butt joint in the area of the coach body floor and in the roof area, with the result that, in usual load situations in which the coach body is subjected to torsion, premature material fatigue must be expected in this joint area.
A body for a vehicle and a vehicle equipped with this body is known from GB 2 030 934 A.
The body there consists of modular part-segments which are connected to each other adjoining such that the segment modules at the same time form a portion of the body roof. For this, the part-segments have an angled extension.
In order to give the body the necessary strength, the individual modules are each installed in a superimposed form. Through the use of conventional construction materials, such as steel, signs of severe corrosion form in the overlap or joint area of the adjoining part-segments or segment modules. The prefabrication of the three-dimensionally shaped part-segments and of the profiles connecting them also requires high manufacturing accuracy.
During welding of the part-segments to each other, or to the profiles connecting them, comparatively large quantities of heat are introduced into the construction parts, which leads to more severe warping and to manufacturing inaccuracies resulting therefrom. Likewise, the structure is weakened due to the comparatively large heat affected zone. The undesired input of heat also regularly results in buckling or deformation of the thin-walled segment modules forming the outer skin of the coach body. These areas with the significant deformations must be laboriously re-worked through the further input of heat and the input of mechanical energy (normalizing, stress relieving, straightening). In addition, as a rule it is necessary to smooth and to grind the visible outer surfaces laboriously in order to give the coach body an attractive overall impression.
If the segment modules are connected to each other or to the adjoining profiles by screw or rivet connections, the danger of crevice corrosion in the connection zone is greatly increased thereby. As the connecting segments used and the segment modules additionally consist of different steels or steel alloys, the premature formation of contact corrosion can result.
A modular coach body in a lightweight design, which is conceived in particular for use in high-speed rail vehicles, is known from DE 10 2009 045 202 B4.
For this, the coach body for a passenger rail vehicle has several coach body modules closed around a longitudinal axis in the circumferential direction, wherein adjacent coach body modules are connected to each other through ring-shaped coupling modules that are closed in the circumferential direction. The coach body modules themselves are formed of several module elements which are connected to each other. The roof elements can be formed as flat elements and designed as a fibre composite plastic or sandwich element.
From EP 1 138 567 A2 it is known that a modular-constructed coach body of a rail vehicle is realized in a fibre composite design, wherein the coach body is formed of standardized modules, such as roof plate, top chord, window pillar, door post, side wall support, floor plate and stair module. The individual modules are as far as possible designed as a sandwich with a lost foam core. The roof plates here substantially consist of a foam core which is bordered on both sides by laminated fibre composite layers.
The object is achieved according to the invention by a roof for a coach body according to independent claim 1. Advantageous designs of the invention are specified in the dependent claims.
According to the invention the roof segment is conceived for the construction of a roof of a coach body for a rail vehicle. The roof segment is preferably formed plate-, shell- or half-shell-shaped.
The roof segments of which the roof of a coach body for a rail vehicle is formed can preferably be connected to upper longitudinal beams.
The roof segment preferably consists of an outer wall and an inner wall spaced apart therefrom. Insulating properties such as sound and heat insulation are advantageously optimized thereby.
At least two roof segments are preferably designed such that the projecting area of the outer wall or inner wall of one roof segment is connected to the non-projecting area of the outer wall or inner wall of the adjacent roof segment in a positive-locking, friction-locking and/or material-bonded manner. Manufacturing tolerances can thereby advantageously be compensated for. Furthermore, a lower throughput time is thereby advantageously achieved, in that manufacturing teams for manufacturing the roof can install the roof segments along the longitudinal axis of the coach body from both ends of the coach body, i.e. from the outside inwards, without hindering each other.
The width of the roof segments preferably substantially corresponds to the width of the coach body. The stability of the coach body is thereby advantageously increased, in that no further filling materials or connecting elements are required. Alternatively, the width of the roof segments is smaller than the width of the coach body.
The roof segment preferably consists at least partially of fibre-reinforced plastic composite (FRP). Advantageously, the weight of the coach body is thereby considerably reduced with an unchanged stability, whereby the load capacity of the rail vehicle can again be increased. In particular in the case of underground railways, because of the predetermined train lengths and headways, significantly more people can be transported in the same time by increasing the load capacity.
A first aspect of the invention relates to the design of the roof segments which, connected to each other, form a structural flat roof of a coach body of a rail vehicle. The roof segments are preferably formed plate-shaped.
The individual roof segments of the roof of the coach body are formed as standard-type roof segments, heating-ventilation-air conditioning-type roof segments or end-type roof segments. The roof preferably includes in each case at least one standard-type roof segment, at least one heating-ventilation-air conditioning-type roof segment and at least one end-type roof segment.
The heating-ventilation-air conditioning-type roof segment preferably has at least one slot for an air conditioning unit.
At least one standard-type roof segment and at least one heating-ventilation-air conditioning-type roof segment are preferably arranged alternately in each case. Alternatively, at least two standard-type roof segments follow each other. In a further alternative embodiment, at least two heating-ventilation-air conditioning-type roof segments follow each other. In a further alternative embodiment, there are more standard-type roof segments than heating-ventilation-air conditioning-type roof segments. In a further alternative embodiment, there are more heating-ventilation-air conditioning-type roof segments than standard-type roof segments.
The roof of a coach body preferably comprises two end-type roof segments. The end-type roof segments represent the front and rear ends and thus the termination of the roof in the longitudinal direction of the coach.
The roof segments are preferably formed of FRP materials.
The roof segments preferably comprise at least an outer and an inner wall.
Within the meaning of the invention, by the outer wall is meant that surface which closes off the coach body towards the outside and which is in contact with the environment outside the coach body. Within the meaning of the invention, by the inner wall is meant that surface which is in contact with the coach body interior and thus the passenger area.
The inner and the outer wall of the roof segments are preferably formed parallel to each other and in each case of one or more plies of at least one FRP material.
The inner and the outer wall are preferably manufactured with a multiaxial fibre orientation, particularly preferably a bidirectional fibre orientation, quite particularly preferably in a 0°/90° orientation.
The fibres in the fibre-reinforced plastic composite of the roof segments are preferably introduced as roving and/or non-woven fabric and/or woven fabric and/or non-crimp fabric and/or meshwork.
Reinforcing elements are preferably arranged between the inner and the outer wall of the roof segments, wherein these are designed as rectangular hollow profiles.
The edges of the rectangular hollow profiles are preferably arranged parallel to the edges of the roof segments.
The rectangular hollow profiles are preferably produced from one or more plies of at least one FRP material.
The rectangular hollow profiles are preferably manufactured with a multiaxial fibre orientation, particularly preferably a bidirectional fibre orientation.
The rectangular hollow profiles preferably additionally have a core filling, formed as a foam and/or honeycomb and/or wood core. The wood core is preferably balsa wood. Furthermore, the core filling can also be formed of cork or as a fibrous insulating material. The core filling preferably serves to transmit weight and shear forces.
The rectangular hollow profiles are particularly preferably filled with a rigid foam.
A flat core material, formed as a foam and/or honeycomb and/or wood core, is preferably arranged between the rectangular hollow profiles between the inner and the outer wall of the roof segment in order to guarantee the structural strength and thus the walk-on stability.
The core material of a roof segment is preferably formed as a rigid foam sheet.
The individual roof segments are preferably produced in a pressing process, wherein the joining of the rectangular hollow profiles and optionally the flat core materials to either the inner or the outer wall of the roof segment is additionally effected by adhesive bonding.
The inner and the outer wall of a roof segment preferably have, in each case on at least one of their sides which is oriented perpendicular to the longitudinal axis of the coach body, called long side in the following, an area in which they project beyond the rectangular hollow profiles in such a way that a positive-locking connection can be produced between adjacent roof segments. This preferred embodiment advantageously allows individual roof segments to be joined to form the roof of the coach body analogously to methods known from the state of the art for floor coverings such as parquet or laminate (click parquet or click laminate). Particularly preferably, on one of the two long sides of an individual roof segment an area of the inner wall projects beyond the rectangular hollow profiles substantially over the entire longitudinal extent of the long side, and on the long side opposite this long side an area of the outer wall projects beyond the rectangular hollow profiles substantially over the entire longitudinal extent of the long side. Moreover, the joining of the individual roof segments to form the roof of the coach body is particularly preferably effected beginning with the end-type roof segments arranged on the two end areas of a coach body. In each case a next roof segment (standard-type or heating-ventilation-air conditioning-type roof segment) is arranged on these roof segments such that the area of the outer wall of the end-type roof segment, projecting beyond the rectangular hollow profiles, touches the outer wall of the next roof segment at least indirectly via a layer of an adhesive. Likewise, the area of the inner wall of the next roof segment, projecting beyond the rectangular hollow profiles, touches the inner wall of the end-type roof segment at least indirectly via a layer of an adhesive. In other words, the joining of the individual roof segments is effected beginning from the outside, thus the end areas of the coach body, inwards, thus towards the middle of the coach body. The roof segment which is arranged in the middle of the roof of the coach body is accordingly designed such that its outer wall does not have an area projecting beyond the rectangular hollow profiles, and its inner wall projects beyond the rectangular hollow profiles on both long sides of this roof segment. Moreover, adjacent rectangular hollow profiles of adjacent roof segments are particularly preferably connected to each other in a material-bonded manner, in particular by means of an adhesive, whereby advantageously, in addition to improved stability of the connection, it also becomes possible to compensate for manufacturing tolerances.
To realize the invention it is also expedient to combine the designs, embodiments and features of the claims according to the invention described above with each other in any order.
The invention is to be explained in more detail below with reference to an embodiment example. The embodiment example is intended to describe the invention without limiting it.
The invention is explained in more detail with reference to drawings. There are shown in:
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2017 102 564.2 | Feb 2017 | DE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2018/053217 | 2/8/2018 | WO | 00 |
