EP4328110A1 - Avant-corps de châssis pour véhicule ferroviaire et véhicule ferroviaire - Google Patents

Avant-corps de châssis pour véhicule ferroviaire et véhicule ferroviaire Download PDF

Info

Publication number: EP4328110A1
Authority: EP; European Patent Office
Prior art keywords: interface; underframe; chord; designed; stem
Prior art date: 2022-08-22
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.): Pending

Application number

EP23190374.1A

Other languages

German (de)

English (en)

Inventor

Jan Prockat

Hendrik Seidler

Sven Uschmann

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Alstom Holdings SA

Original Assignee

Alstom Holdings SA

Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)

2022-08-22

Filing date

2023-08-08

Publication date

2024-02-28

2023-08-08 Application filed by Alstom Holdings SA filed Critical Alstom Holdings SA

2024-02-28 Publication of EP4328110A1 publication Critical patent/EP4328110A1/fr

Status Pending legal-status Critical Current

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Classifications

- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/005—Construction details of vehicle bodies with bodies characterised by use of plastics materials
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
- B61F1/10—End constructions

Definitions

the present disclosure relates to an underframe for a rail vehicle and a rail vehicle with such an underframe.
a base frame can be arranged, for example, on an underbody area of the rail vehicle in order to form an interface to other components of the rail vehicle.
the rail vehicle can exist on its own or be part of a set of rail vehicle cars, namely that the rail vehicle is part of a multiple unit.
Such a rail vehicle can be designed for the mass transport of people, for example as part of local and long-distance public transport.
rail vehicles are manufactured and assembled from a large number of different components, with large manufacturing capacities having to be provided in order to store the large number of components, pre-assemble them and then assemble them into the rail vehicle.
An object of the present invention is therefore to provide an underframe for a rail vehicle, whereby the disadvantages of the prior art are avoided, in particular where maintenance and repair costs are kept low, and at the same time production is simplified. Furthermore, a rail vehicle with such a subframe must be made available.
rail vehicle refers to a rigid, jointless rail vehicle car with an equally rigid, jointless and delimitable car body (chassis).
chassis an equally rigid, jointless and delimitable car body
individual link units of such a rail vehicle are to be viewed as individual rail vehicles within the meaning of the present invention.
a longitudinal direction, a horizontally extending transverse direction oriented perpendicular to the longitudinal direction and a vertical direction perpendicular thereto are defined, which relate to the rail vehicle. If such direction information is used in connection with individual components of the base frame and/or the rail vehicle, a reference must be made to an intended installation position of this component in the rail vehicle used as intended.
the intended use of the rail vehicle can be defined such that the rail vehicle is positioned on a flat, horizontal and straight surface, for example on horizontal and straight rails.
the term "direction" is used in terms of amount (on both sides), i.e. H. for example, an extension of a beam in the longitudinal direction means an orientation parallel to the longitudinal direction.
the disclosed underframe stem is designed to at least partially form a rail vehicle such that the underframe stem forms part of the finished rail vehicle.
a rail vehicle also has a car body, a bogie and a coupling device.
the subframe has an upper chord, a lower chord and a supporting structure.
the supporting structure is arranged between the upper chord and the lower chord.
the supporting structure is connected to the upper chord and/or the lower chord.
a cohesive connection is provided between the supporting structure and the upper chord and/or between the supporting structure and the lower chord.
the cohesive connection can be an adhesive connection.
the supporting structure can be arranged in the vertical direction between the upper chord and the lower chord.
the supporting structure has a top and a bottom. The bottom can be arranged facing away from the top.
the supporting structure can be connected to the top chord at the top.
the supporting structure can be connected to the lower chord on the underside.
the supporting structure can be arranged and designed in such a way that it connects the upper chord and the lower chord with each other.
the supporting structure can be cohesively connected to the upper chord and/or the lower chord.
the supporting structure can have a rib structure.
the top flange has a non-metallic material or consists of a non-metallic material.
the lower flange has a non-metallic material or consists of a non-metallic material.
the supporting structure has a non-metallic material or consists of a non-metallic material.
the upper chord and the lower chord have a non-metallic material or consist of a non-metallic material.
the upper chord and the supporting structure have a non-metallic material or consist of a non-metallic material.
the lower chord and the supporting structure have a non-metallic material or consist of a non-metallic material.
the upper chord, the lower chord and the supporting structure have a non-metallic material or consist of a non-metallic material.
the underframe front is designed and configured in such a way that it is connected or can be connected to the car body of the rail vehicle.
the underframe front is designed such that it is firmly but releasably connected or connectable to the car body of the rail vehicle.
the underframe stem can be repeatedly detached from the car body Rail vehicle connected or connectable.
the undercarriage front can be designed and configured such that it can function as a main interface between the car body and the bogie and/or as a main interface between the car body and the coupling device.
the underframe front can be arranged and designed in such a way that it forms a main interface between the car body and the bogie and/or a main interface between the car body and the coupling device.
the underframe front is designed and designed as a load-bearing and/or load-distributing monolithic supporting structure arranged between the car body, the coupling device and the bogie.
the underframe stem is designed and arranged such that it forms a main interface. According to one embodiment, the underframe stem is designed and arranged such that it forms a plurality of main interfaces. According to one embodiment, the underframe stem is designed and arranged in such a way that it forms a plurality of different main interfaces.
a length of the base frame in the longitudinal direction is at least 5%, in particular at least 10%, preferably at least 15%, further preferably at least 20% of a total length of the car body of the rail vehicle.
a length of the base frame in the longitudinal direction is a maximum of 50%, in particular a maximum of 40%, preferably a maximum of 30%, further preferably a maximum of 25%, of a total length of the car body of the rail vehicle.
the base frame can be repeatedly releasably connected or connectable to the car body of the rail vehicle.
the base frame can be designed to be interchangeable in a simple manner and with little effort.
the upper chord, the lower chord and / or the supporting structure is / are arranged and designed such that a car body longitudinal interface, a car body transverse interface, a pivot interface, a secondary spring interface, a damper interface, a coupling interface, a supply interface, a floor interface and/or a grounding interface can be formed.
a main interface can be a car body longitudinal interface.
a main interface can be a car body cross interface.
a main interface can be a pivot interface.
a primary interface may be a secondary spring interface.
a main interface can be a damper interface.
a main interface can be a coupling interface.
a main interface can be a supply interface.
a main interface may be a ground interface.
a main interface can be a ground interface.
a car body longitudinal interface can preferably be arranged between the underframe front and an outer longitudinal beam of the car body.
the outer long beam can be a structural element that transmits forces over the length (extent along the longitudinal direction) of the car body and can thus connect both ends of the car body to each other for power transmission.
a car body cross interface can preferably be arranged between the underframe front and an end cross member of the car body.
the end cross member of the car body can be a structural element which can transmit forces across the width of the car body (extent along the transverse direction) and thus stiffen the car body in the transverse direction.
the car body longitudinal interface and the car body transverse interface can essentially function together as a main force interface for power transmission between the car body and the underframe front.
the underframe stem can provide additional stiffening of the car body in the area of the car body longitudinal interface and the car body transverse interface.
a torsional rigidity, a flexural rigidity and/or a longitudinal elongation rigidity of the car body in the area of the underframe stem can be designed to be lower than a torsional rigidity, a flexural rigidity and/or a longitudinal elongation rigidity of the car body in one Area of the car body without the underframe front.
a torsional rigidity, a flexural rigidity and/or a longitudinal elongation rigidity of the car body in the area in the longitudinal direction between the two underframe stems may be greater than a torsional rigidity, a flexural rigidity and/or one Longitudinal elongation stiffness of the car body in the area of the two underframe fronts.
a pivot interface is designed to receive a pivot for a bogie of the rail vehicle.
the pivot interface may be formed in part by a pivot console.
the pivot bracket can be formed in one piece with the lower flange.
the pivot console is connected to the upper chord, the lower chord and / or to the supporting structure, in particular firmly but repeatedly releasably connected.
the pivot interface can be designed so that a connection can be established between the lower chord, the upper chord and / or the structure and the pivot, such that loads between the pivot and the underframe stem partially via the pivot bracket and / or directly into the upper chord, the structure and/or can be entered into the lower chord.
a secondary spring interface is designed to accommodate a secondary spring for the bogie.
the secondary spring interface can be partially formed by a secondary spring console.
the secondary spring console can be formed in one piece with the lower chord, with the upper chord and/or with the supporting structure.
the secondary spring console is connected to the upper chord, the lower chord and / or to the supporting structure, in particular firmly but repeatedly releasably connected.
the secondary spring interface can be designed so that a connection between the lower chord, the upper chord and / or the structure and the pivot can be established in such a way that loads between the secondary spring and the underframe stem are partially transferred via the secondary spring console and / or directly into the upper chord, the structure and /or can be entered into the lower chord.
the secondary spring console can be designed as a welding assembly, in particular for receiving guide pins and air supply for the secondary spring, in particular the welding assembly being glued into the upper chord, the lower chord, and/or into the supporting structure.
a damper interface can be designed to accommodate a damper of the bogie.
the damper is a secondary damper between the bogie and the underframe stem.
the damper interface can be partially formed by a damper console, which can be formed in one piece with the lower chord, with the upper chord and/or with the supporting structure.
the damper console is connected to the upper chord, the lower chord and / or to the supporting structure, in particular firmly but repeatedly releasably connected.
the damper console can be designed as a separate, plate-like component, which is connected to the upper chord, to the supporting structure and/or to the lower chord using fastening means, for example glued-in clamping sleeves.
the damper interface can be designed in such a way that a connection between the lower chord, upper chord and/or supporting structure and a damper can be established in such a way that loads between the damper and the underframe stem are partially transferred via the damper console and/or directly into the upper chord, the supporting structure and /or can be entered into the lower chord.
the underframe front is equipped with two damper consoles arranged symmetrically in the transverse direction in order to support and/or accommodate the right and left dampers of the rail vehicle.
the damper is a secondary damper between the bogie and the underframe stem.
a coupling interface is provided for attaching the coupling device to the underframe stem.
the coupling interface can be partially formed by a coupling console, which can be formed in one piece with the lower chord, with the upper chord and / or with the supporting structure, or, in particular firmly but releasably, connected to the upper chord, the lower chord and / or with the supporting structure can be.
the coupling console can be designed as a separate, plate-like component, which is connected to the upper chord, to the supporting structure and/or to the lower chord using fastening means, for example glued-in clamping sleeves.
the coupling interface can be designed in such a way that a connection between the lower chord, upper chord and/or supporting structure and the coupling device can be established in such a way that loads between the coupling device and the underframe stem are partially transferred via the coupling console and/or also directly into the upper chord Support structure and/or can be entered into the lower chord.
a supply interface can be provided for at least one supply device of the rail vehicle.
the supply interface can serve to connect connecting supply elements, such as compressed air lines or connections, hydraulic lines or connections and/or power lines or connections, from the car body of the rail vehicle, from supply shafts of the rail vehicle and/or from an interior of the rail vehicle to areas of the underframe to guide, in which the lines or connections mentioned can be connected to further lines or connections of the rail vehicle, the coupling device and / or a coupled rail vehicle.
a floor interface can be designed for a floor of the rail vehicle.
the floor interface can serve to firmly connect a floor of the rail vehicle to the underframe front in such a way that the loads from the interior of the rail vehicle and/or from passengers can be directed directly and/or indirectly into the underframe front and from there can be forwarded to other interfaces .
a grounding interface can be designed for a grounding device of the rail vehicle.
a central grounding rail can be provided using the grounding interface, particularly in the transverse direction in the middle of the rail vehicle, that is to say in the longitudinal center of the rail vehicle.
the ground bar can have multiple ground points.
the ground bar can be connected to the floor plate of the rail vehicle.
the electromagnetic compatibility (EMC) of the rail vehicle can be improved.
Cable shielding with regard to EMC can be provided, cables can be routed separately through metallic cable channels and/or in a free space on the external long beam.
a metallic net (eg made of copper) can be arranged in the upper chord, the lower chord, the supporting structure, between the upper chord and the supporting structure, and/or between the lower chord and the supporting structure.
a metallic net in particular a copper net, can be laminated between the lower chord and the supporting structure in order to improve the EMC.
the underframe stem is constructed in a multi-material construction, i.e. H.
the underframe stem according to the invention preferably has a variety of materials or is preferably formed from two or more materials.
the underframe stem has a metallic material and a non-metallic material.
the underframe stem comprises a fiber composite material, in particular a glass fiber composite material and/or a carbon fiber composite material, and at least one metallic material, in particular aluminum.
the underframe front has at least one component or an assembly which and/or in particular is glued into the underframe front.
the undercarriage stem may include one or more of the following components and/or assemblies: a weld assembly, a car body longitudinal interface, a car body transverse interface, a pivot interface, a secondary spring interface, a damper interface, a coupling interface, a ground interface and/or a grounding interface, and/or at least one glued-in clamping sleeve.
the underframe stem has a connection device.
the connecting device can be used to introduce force into the upper chord and/or the lower chord and/or the supporting structure.
the connection device can be designed as a welding assembly.
the connection device can be glued or laminated into the base frame.
the connection device is designed to at least partially form, arrange and/or fasten the main interface.
the connection device can be designed for at least partially forming, arranging and/or securing the car body longitudinal interface, the car body transverse interface, the pivot interface, the secondary spring interface, the damper interface, the coupling interface, the floor interface and/or the grounding interface.
connection device has a metallic material.
the connection device is made of a metallic material.
the connection device can have or be formed from a plurality of metallic materials.
the metallic material can be aluminum.
the metallic material can contain aluminum.
the metallic material can be steel.
the metallic material can include steel.
the connection device can have at least one clamping sleeve.
the at least one clamping sleeve can be designed to receive a screw or a threaded bolt.
the clamping sleeve can be designed to fasten the upper chord and/or lower chord and/or supporting structure to an adjacent interface.
connection device can be designed to at least partially arrange, fasten and/or form one or more of the aforementioned interfaces.
the connection device can be designed to at least partially arrange, fasten and/or form the main interface.
the clamping sleeve can be designed to at least partially arrange, fasten and/or form one or more of the aforementioned interfaces.
the clamping sleeve can be designed to at least partially arrange, fasten and/or form the main interface.
the component can comprise a metallic material or be formed from a metallic material, in particular aluminum.
the assembly can comprise a metallic material or be formed from a metallic material, in particular aluminum.
connection device can be glued into the upper chord, the lower chord and/or into the supporting structure. At least a section of the connecting device can be glued into the upper chord, the lower chord and/or into the supporting structure.
the tension sleeve can be glued into the upper chord, the lower chord and/or into the supporting structure.
a glued-in clamping sleeve can be designed and arranged in such a way that the pivot console, the secondary spring console, the damper console, and/or the coupling console can be connected to the upper chord, the supporting structure and/or to the lower chord using suitable connecting means, for example screws.
a glued-in connection device can be arranged in such a way be designed to connect the pivot console, the secondary spring console, the damper console, and / or the coupling console with the upper chord, the supporting structure and / or with the lower chord.
the connection device has a first area, a second area and a third area.
the second area can connect the first area and the third area with each other.
the first area can penetrate the top chord.
the third area can penetrate the lower chord.
the second area can be arranged between the upper chord and the lower chord. In one embodiment, the second area is arranged in the supporting structure.
connection device is designed and arranged to produce a force shunt.
the first area can penetrate, in particular completely penetrate, the upper flange in the vertical direction.
the third area can penetrate the lower chord in the vertical direction, in particular completely penetrate it.
the first area can span the upper chord in the vertical direction, in particular span it completely.
the third area can span the lower chord in the vertical direction, in particular span it completely.
connection device can have a clamping sleeve.
the attachment device may have a top plate.
the connection device can have a lower plate.
the top chord may have an upper surface.
the bottom chord may have a bottom surface.
the upper surface (upper chord) can be arranged facing away from the lower surface (lower chord).
the connection device may be arranged and designed to connect the upper surface and the lower surface together.
the adapter sleeve may be arranged and designed to connect the upper surface and the lower surface together.
the clamping sleeve is designed and arranged such that the clamping sleeve, at least a portion of the clamping sleeve, is arranged between the upper chord and the lower chord.
a section is the Tension sleeve arranged between the upper belt and the lower belt.
the clamping sleeve penetrates the upper flange, particularly in the vertical direction.
the top flange can have a through opening in which the clamping sleeve is arranged.
the clamping sleeve penetrates the lower flange, particularly in the vertical direction.
the lower belt can have a through opening in which the clamping sleeve is arranged.
the tension sleeve penetrates the upper chord and the lower chord.
the tensioning sleeve largely, preferably completely, penetrates the upper chord and/or the lower chord and/or the supporting structure, so that a tensile force, in particular pretensioning force, introduced through the tensioning sleeve is largely, preferably completely, on the upper chord, on the lower chord and/or or is led past the supporting structure.
a force shunt can thus be created.
the clamping sleeve is designed and arranged such that the clamping sleeve is arranged in the vertical direction between the upper chord and the lower chord.
the tension sleeve connects the upper belt and the lower belt with each other.
the clamping sleeve spans the supporting structure.
the tension sleeve connects the upper chord, the lower chord and the supporting structure with one another. The clamping sleeve can advantageously increase the stability of the underframe stem.
the underframe stem has at least one support element.
a support element can be made essentially from a non-metallic material, in particular from a fiber composite material (FRP), in particular from a fiber composite plastic, in particular from a carbon fiber reinforced plastic (CFRP) and / or from a glass fiber reinforced plastic (GRP) or have this.
the support element can be arranged in an area of the car body transverse interface.
the support element can be arranged at least partially between the upper chord and the lower chord and/or under the lower chord.
the support element can be arranged in the vertical direction under the lower chord.
the underframe stem has at least two additional support elements.
the two support elements are arranged longitudinally symmetrically on the base frame.
the underframe front has a plurality of support elements.
the underframe stem can have at least one pair of support elements.
Two support elements can be arranged longitudinally symmetrically.
the pair of support elements can be arranged longitudinally symmetrically.
the two support elements can be arranged longitudinally symmetrically with respect to a central axis of the underframe stem, which extends along the longitudinal direction.
the support element or the two support elements at least partially form the supply interface.
the support element(s) is/are arranged at a point on the underframe front, which in turn is arranged with respect to the car body in such a way that a connection for supply elements to be connected, such as compressed air lines or connections, hydraulic lines or connections and/or power lines or -Connections in supply shafts or channels of the rail vehicle are made possible.
the non-metallic material is a fiber composite material. In one embodiment, the non-metallic material is a fiber composite plastic. In one embodiment, the non-metallic material is a carbon fiber composite material. In one embodiment, the non-metallic material is a fiberglass composite material. The non-metallic material can be a carbon fiber reinforced plastic. The non-metallic material can be a glass fiber reinforced plastic. A carbon fiber reinforced plastic can also be referred to as carbon fiber reinforced plastic.
the upper chord and the lower chord have the same non-metallic material or consist of the same non-metallic material.
the upper belt and the lower belt have a carbon fiber-reinforced plastic.
the upper belt and the lower belt consist of carbon fiber-reinforced plastic.
the top chord and the supporting structure have carbon fiber-reinforced plastic.
the upper chord and the supporting structure consist of carbon fiber reinforced plastic.
the lower chord and the supporting structure have carbon fiber-reinforced plastic.
the lower chord and the supporting structure are made of carbon fiber-reinforced plastic.
the lower chord, the upper chord and the supporting structure have carbon fiber-reinforced plastic.
the lower chord, the upper chord and the supporting structure consist of carbon fiber-reinforced plastic.
the upper flange and/or the lower flange is/are essentially made from a non-metallic material, in particular a fiber composite material (FRP), from a carbon fiber reinforced plastic (CFRP) and/or from a glass fiber reinforced plastic (GRP).
a non-metallic material in particular a fiber composite material (FRP), from a carbon fiber reinforced plastic (CFRP) and/or from a glass fiber reinforced plastic (GRP).
FRP fiber composite material
CFRP carbon fiber reinforced plastic
GFP glass fiber reinforced plastic
the supporting structure is essentially made of a non-metallic material, in particular a fiber composite material (FRP), of a carbon fiber reinforced plastic (CFRP) and/or of a glass fiber reinforced plastic (GRP).
FRP fiber composite material
CFRP carbon fiber reinforced plastic
GPP glass fiber reinforced plastic
the use of fiber composite materials creates greater scope for design.
the fiber composite material can be designed in such a way that the lower chord, the upper chord and/or the supporting structure are freely formable.
the shape of the lower chord, the upper chord and/or the supporting structure can advantageously be easily adapted to the conditions.
the lower flange can thus preferably be designed to form a section of the underbody of a rail vehicle.
the outer surface of the lower flange forming the underbody can be designed to be aerodynamically optimized and/or have at least one free-form surface, e.g. B. to reduce the air resistance of the rail vehicle or to reduce the accumulation of dirt, water and / or snow in the underfloor area of the vehicle during operation of the rail vehicle.
the lower flange in the area of the underbody can be designed to be essentially free of cavities.
the underframe stem in particular adjacent to the lower chord and/or the upper chord, preferably has a foamed material.
the lower chord and/or upper chord can be formed in a sandwich construction and/or integrated in the subframe front in a sandwich construction.
an interior floor element for the passenger compartment can be integrated into the upper chord.
the interior floor element is preferably designed as a sandwich element.
a layer of a damping material in particular an elastomer, can also be integrated, preferably laminated, into the base frame for sound and/or thermal insulation.
a damping material can form a layer of the lower and/or upper chord.
a sound absorption film can be applied or laminated in, and/or foam panels can be integrated for heat and/or sound insulation. This advantageously eliminates the need for additional insulation material, which is usually required in conventional construction. The sound and/or heat insulation can be advantageously improved.
the fiber alignment of the fiber composite material and/or the fiber density of the fiber composite material is adjusted, in particular optimized, in accordance with the force profile.
the fiber orientation can be aligned in the direction of the force direction.
the fiber density is increased in an area of increased force. The stability can be advantageously improved.
An advantage of the non-metallic material can be its lower weight.
An advantage can be that at least one main interface can be formed with low weight.
the upper chord and/or the lower chord has/have at least one recess, wherein the recess/s is/are designed in such a way that it at least partially forms the car body longitudinal interface and one in a longitudinal direction of the underframe stem and/or the rail vehicle can form a positive connection with an element of the outer long beam.
the at least one recess in the upper chord is arranged on a longitudinal side of the upper chord. In one embodiment, the at least one recess in the lower chord is arranged on a longitudinal side of the lower chord.
the element of the outer long beam is a lifting plate of the rail vehicle. That is, the recess or recesses are shaped in such a way that they form a longitudinally acting stop for the lifting plate on both sides.
the car body longitudinal interface between the car body and the underframe front is made possible by a combination of frictional locking and positive locking.
the upper chord has at least one recess on both sides in a longitudinally symmetrical manner and the lower chord has at least one recess in a longitudinally symmetrical manner on both sides.
the recess in the upper chord and the corresponding recess in the lower chord are arranged in the same and/or aligned manner with one another in the vertical direction, so that the recesses in the upper chord and the lower chord together at least partially form the car body longitudinal interface and one in a longitudinal direction of the underframe stem and/or of the rail vehicle can form a positive fit with an element of the outer long beam.
a recess in the upper chord is arranged on a first longitudinal side of the upper chord and a second recess in the upper chord is arranged on a second longitudinal side of the upper chord opposite the first longitudinal side.
a recess in the lower chord is arranged on a first longitudinal side of the lower chord and a second recess in the lower chord is arranged on a second longitudinal side of the lower chord opposite the first longitudinal side.
the top chord has a central axis that extends along the longitudinal direction.
the two recesses in the upper chord can be arranged on the long sides of the upper chord axially symmetrical to the central axis of the upper chord.
the lower flange has a central axis that extends along the longitudinal direction.
the two recesses in the lower chord can be arranged on the long sides of the lower chord axially symmetrical to the central axis of the lower chord.
the supporting structure has a T-shape-like structure.
the T of the T-shape-like structure essentially runs in one Horizontal, wherein the T-cross section (T-bar) is located essentially in the transverse direction on the underframe stem, so that the outer regions of the T-cross section can at least partially form the secondary spring interface.
a T longitudinal section (I section of the T of the T-shape-like structure) is aligned substantially in the longitudinal direction and connects at least the pivot interface to the coupling interface.
the supporting structure is at least partially formed with a profile with an omega cross-sectional shape.
the T-longitudinal section can essentially be designed with double strands in the longitudinal direction.
the clamping sleeve has a metallic material.
the clamping sleeve consists of a metallic material.
the metallic material can be aluminum.
the metallic material can contain aluminum.
the metallic material can be steel.
the metallic material can include steel.
connection device can be designed to absorb pressure.
connection device is arranged and designed in such a way that a force flow takes place via the connection device.
the connecting device can be designed for a low-stress introduction of force into the upper chord and/or the lower chord and/or the supporting structure, in particular without stress peaks.
the connecting device can be arranged and designed to reduce notch stresses in the underframe stem.
the connecting device has the clamping sleeve, the lower plate and the upper plate.
the clamping sleeve can have a cylindrical shape.
the top plate can be arranged on the top chord.
the lower plate can be arranged on the lower chord.
the upper and/or the lower plate can be designed and arranged in such a way that the stresses acting on the FRP parts (components that have a non-metallic material or consist of a non-metallic material) are reduced.
the clamping sleeve can be designed and arranged in such a way that it is connected to the supporting structure.
the clamping sleeve can be designed to absorb tensile forces.
the connection device can be designed and arranged in such a way that it is at least partially connected to the supporting structure.
the connection device can be designed to absorb tensile forces.
connection device is arranged and designed in such a way as to advantageously improve the flow of force during the transition between a non-metallic material, in particular a fiber composite material, and a metallic material.
connection device can be arranged and designed in such a way as to advantageously improve the flow of force during the transition between a fiber composite plastic and a metallic material.
connection device can be arranged and designed in such a way as to advantageously improve the flow of force during the transition between a carbon fiber-reinforced plastic and a metallic material.
the clamping sleeve can be arranged and designed in such a way as to advantageously improve the flow of force during the transition between a non-metallic material, in particular a fiber composite material, and a metallic material.
the clamping sleeve can be arranged and designed in such a way as to advantageously improve the flow of force during the transition between a fiber composite plastic and a metallic material.
the clamping sleeve can be arranged and designed in such a way as to advantageously improve the flow of force during the transition between a carbon fiber-reinforced plastic and a metallic material.
the connecting device is designed and arranged in such a way as to establish a distance between the upper chord and the lower chord. In one embodiment, the connecting device is designed and arranged in such a way as to define the distance between the upper chord and the lower chord.
the connecting device can be a spacer between the upper chord and the lower chord.
the connection device can perform a supporting function. The connection device can relieve the load on the connection, in particular the bonding, between the upper chord, the lower chord and/or the supporting structure.
the clamping sleeve is integrated into the base frame in a form-fitting and material-locking manner.
the connection device is integrated into the base frame in a form-fitting and material-fitting manner.
the underframe front can be designed as a prefabricated assembly, which can be mounted on the car body completely pre-equipped and / or electrically pre-tested.
the underframe front can advantageously be provided in a simple manner, thereby facilitating the manufacture of the rail vehicle.
the upper chord and/or the lower chord is/are partially designed in a sandwich construction. According to one embodiment, the upper chord and/or the lower chord is/are designed entirely in a sandwich construction. The weight of the underframe stem could advantageously be reduced. In an alternative embodiment, the upper chord and/or the lower chord is manufactured monolithically.
a space between the upper chord and the lower chord can be at least partially filled with a foam material.
the gap may be formed in the vertical direction between the upper chord and the lower chord.
the upper chord and the lower chord can limit the gap.
the foam material can have insulating properties.
the foam material may have a structural support function.
the foam material can be thermally insulating, in particular produce thermal insulation to the outside area and/or to the bogie.
the foam material can be sound-absorbing, in particular providing sound insulation to the outside area and/or to the bogie.
the underframe stem has a sound reflection element.
the underframe stem has a sound absorption element.
the sound reflection element and/or the sound absorption element can be actively frequency-controlled. Sound absorption can advantageously be increased. Driving comfort can be advantageously increased.
the upper chord is arranged and designed such that the upper chord can at least partially integrate a functionality of an interior floor of the rail vehicle.
a monitoring device which is configured and designed in such a way that a structural functionality of the underframe stem can be monitored.
monitoring takes place online.
a rail vehicle with a car body and an underframe front in particular with an underframe front at the end of the vehicle, according to one of the above embodiments and / or configurations is disclosed.
Fig. 1 shows a first rail vehicle 100 and a second rail vehicle 100, which are coupled together using a coupling device 110 and form a multiple unit.
the rail vehicles 100 each have a car body 120 with side walls 125 and door openings 126.
two door devices 127 are provided per side for each rail vehicle 100, via which passengers can get from the vehicle surroundings 104 into the interior 106.
the rail vehicles 100 are arranged on rails 130 by means of bogies 111.
the rail vehicles 100 can define a longitudinal direction 101, a transverse direction 102 and a vertical direction 103 and are in a state as intended.
the rails 130 and a floor 121 of a respective rail vehicle 100 run in a horizontal plane which is spanned by the longitudinal direction 101 and the transverse direction 102.
the bogies 111 carry a car body 120 of a rail vehicle 100 via a base frame 1, whereby an interior 106 and a vehicle environment 104 are defined.
the longitudinal direction 101 can run along a longitudinal extent of the rail vehicle 100.
Each rail vehicle 100 has an underframe front end 1 at each end of the vehicle, which forms an interface of the car body 120 to the coupling device 110, to a respective bogie 111, and to a respective secondary spring 112.
Fig. 2 , Fig. 3 and Fig. 4 show the car body 120 of a rail vehicle 100 in a perspective view from below, with the underframe stem 1 already mounted on the car body 120.
Fig. 5 the individual components of an embodiment of an underframe stem 1 are shown.
Fig. 5 illustrates the structure of the base frame.
Fig. 6 shows a floor 121 of the rail vehicle 100.
Fig. 7 An exemplary interface to the bogie is shown in a perspective view.
Figs 8 and 9 show embodiments of connection devices 160.
the connection devices 160 shown as examples have clamping sleeves 150, 150a.
the underframe stem 1 is composed of at least an upper chord 10, a supporting structure 30 and a lower chord 20.
the supporting structure 30 shown in the figure is composed of a T-transverse section 31 and a T-longitudinal section 32.
the supporting structure 30 can be arranged between the upper chord 10 and the lower chord 20.
the upper chord 10 is arranged above the supporting structure 30.
the lower chord 20 can be arranged below the supporting structure 30.
the lower chord 20, the supporting structure 30 and the upper chord 10 can be designed and arranged as layers lying one above the other (in the vertical direction 103).
the underframe stem 1 can be arranged with the lower flange 20 on the rail vehicle 100.
the lower chord 20 can have a central axis that can extend along the longitudinal direction 101.
the lower chord 20 can be designed symmetrically with respect to the central axis.
the top chord 10 may have a central axis which may extend along the longitudinal direction 101.
the upper chord 10 can be designed symmetrically with respect to the central axis.
the supporting structure 30 can have a central axis that can extend along the longitudinal direction 101.
the supporting structure 30 can be designed symmetrically with respect to the central axis.
the upper chord 10, the lower chord 20 and the supporting structure 30 are configured and/or formed with and/or as consoles such that a car body longitudinal interface, a car body transverse interface, a pivot interface, a secondary spring interface, a damper interface, and/or or a coupling interface is formed.
a supply interface, a ground interface, and/or a grounding interface can also be provided.
the supply interface, the ground interface, and/or the grounding interface can be formed by the underframe stem 1.
the car body longitudinal interface is formed at least by the upper chord 10 and the lower chord 20, with corresponding surfaces of the upper chord 10 and the lower chord 20 being designed to enter into a frictional connection with an outer longitudinal beam 122 of the car body 120 ( Fig. 4 ).
these surfaces are in the transverse direction 102 provided on both sides and symmetrically.
these surfaces are axially symmetrical with respect to the central axis.
this exemplary car body longitudinal interface is partially formed by at least one recess 21 provided in the lower chord 20 and a recess 11 in the upper chord 10 which is aligned and corresponding in the vertical direction 103.
a recess 11 in the upper chord 10 and a recess 21 in the lower chord 20 are provided on both sides and symmetrically in the transverse direction 102 in the upper chord 10 and in the lower chord 20, respectively.
the two recesses 21 of the lower chord 20 can be arranged axially symmetrically with respect to the central axis of the lower chord 20.
the two recesses 21 of the lower flange 20 can lie opposite one another.
the two recesses 11 of the upper chord 10 can be arranged axially symmetrically with respect to the central axis of the upper chord 10.
the two recesses 11 of the upper flange 10 can lie opposite one another.
the recess 11 of the upper flange 10 and the recess 21 of the lower flange 20 correspond in the longitudinal direction 101 with a lifting plate 123 of the outer long beam 122 such that the lifting plate 123 can engage in the recess 11 and recess 21.
a stop can be formed in the longitudinal direction 101 at least on one side, preferably on both sides, between the recess 11, the recess 21 and the lifting plate 123, so that between the upper chord 10, the lower chord 20 and the lifting plate 123 there is a stop acting in the longitudinal direction 101, in particular in the longitudinal direction 101 positive connection acting on both sides can be formed.
the outer long beam 123 can be a structural element that can transmit forces over the length (extent in the longitudinal direction 101) of the car body 120. This means that it can connect both base frames 1 of the rail vehicle 100 to each other for power transmission.
an end cross member 124 of the car body 120 is connected to an end region of the underframe stem 1.
the end cross member 124 of the car body 120 can be a structural element that can transmit forces across the width (extent in the transverse direction 102) of the car body 120. It can therefore stiffen the car body 120 in the transverse direction 102.
an interface is a pivot interface ( Fig. 7 ).
the pivot interface serves to accommodate a pivot for attaching and supporting the bogie 111.
the pivot interface can be provided with at least one pivot console 50.
the pivot console 50 can be made as a separate component, in particular from a metallic material.
the pivot bracket may be formed integrally with the bottom chord 20 (not shown). With the help of clamping sleeves and/or fastening receptacles glued into the upper chord 10, into the supporting structure 30 and/or into the lower chord 20, the pivot bracket 50 and/or the pivot can be connected to the underframe stem 1, in particular at least frictionally. As a result, loads between the pivot pin and the underframe stem 1 can be partially entered via the pivot console 50 and/or directly into the upper chord 10, the supporting structure 30 and/or into the lower chord 20.
connection devices 160 are in the Figure 8 and 9 shown.
the connection devices 160 can have clamping sleeves 150, 150a.
the underframe stem 1 can have a clamping sleeve 150, 150a. In particular, a large number of connection devices 160 are provided.
a plurality of clamping sleeves 150, 150a can be provided.
a clamping sleeve 150, 150a can extend between the upper belt 10 and the lower belt 20.
a tension sleeve 150 can penetrate the upper chord 10, in particular in the vertical direction 103.
a tension sleeve 150, 150a can penetrate the lower chord 20, in particular in the vertical direction 103.
a connecting device 160 can connect the upper chord 10 and the lower chord 20 with each other ( Fig. 8 , Fig. 9 ).
the upper chord 10 and the lower chord 20 can limit a gap 200 between them.
the clamping sleeve 150 can span the gap 200.
the clamping sleeve 150 can penetrate the gap 200.
the clamping sleeve 150a projects into the gap 200.
the clamping sleeve 150a can form an insert.
the supporting structure 30 can be arranged in the gap 200.
the connection device 160 can span the structure 30.
the connection device 160 can penetrate the structure 30.
the clamping sleeve 150 can span the structure 30.
the clamping sleeve 150 can penetrate the supporting structure 30.
the clamping sleeve 150, 150a can have a cylindrical shape.
the clamping sleeve 150, 150a can extend along a longitudinal extent of the clamping sleeve 150, 150a.
the Clamping sleeve 150, 150a can be arranged such that their longitudinal extent runs in the direction of the vertical direction 103.
the underframe stem 1 can have a connection device 160. This can be designed as a welding assembly 160.
the underframe stem 1 can have a variety of connection devices 160.
the connection device 160 can have a clamping sleeve 150, 150a.
the connection device 160 can have a plate 161, 162.
the connecting device 160 has an upper plate 161 which is arranged on the upper flange 10.
the upper plate 161 is arranged on an area of the upper chord 10 which faces the lower chord 20.
the upper plate 161 is arranged on an area of the upper flange 10 that faces the supporting structure 30.
the connecting device 160 has a lower plate 162 which is arranged on the lower flange 20.
the lower plate 162 is arranged on an area of the lower chord 20 which faces the upper chord 20.
the lower plate 162 is arranged on an area of the lower chord 20 that faces the supporting structure 30.
the upper plate 161 and the lower plate 162 may face each other.
the clamping sleeve 150 can connect the upper plate 161 and the lower plate 162 together.
the clamping sleeve 150 can penetrate the upper plate 161.
the clamping sleeve 150 can penetrate the lower plate 162.
the tension sleeve 150 can penetrate the lower flange 20, the lower plate 162, the upper plate 161 and the upper flange 10 along the vertical direction 103.
the clamping sleeve 150 can penetrate the lower chord 20, the lower plate 162, the supporting structure 30, the upper plate 161 and the upper chord 10 along the vertical direction 103.
the connection device 160 can be glued into the underframe stem 1.
a lower plate 162 is shown, which is penetrated by two clamping sleeves 150.
the example shows an upper plate 161, which is penetrated by two clamping sleeves 150.
the supporting structure 30 can be arranged in the gap 200.
the lower chord 20 and the upper chord 10 can limit the gap 200.
the top chord 10 may have an upper surface.
the lower chord 20 may have a lower surface.
the upper surface (top chord 10) can be removed from the lower one Surface (lower chord 20) should be arranged facing away.
the connection device 160 can connect the upper surface and the lower surface together.
a clamping sleeve 150 can be arranged on the upper chord 10, on the lower chord 20 and on the supporting structure 30.
the clamping sleeve 150 can span the structure 30.
the clamping sleeve 150 can be integrated in a form-fitting manner.
the clamping sleeve can be integrally integrated.
the secondary spring interface serves to accommodate a secondary spring 112 of the bogie 111.
the secondary spring interface can be partially formed by a secondary spring console 52.
the secondary spring console 52 can be designed as a separate component, in particular made of a metallic material, or integrally with the lower chord 20, with the supporting structure 30 and/or with the upper chord 10.
the secondary spring console 52 is designed as a welding assembly for receiving guide pins and air supply for the secondary spring 112, in particular the welding assembly being glued into the upper chord 10, the lower chord 20, and/or into the supporting structure 30 .
the secondary spring console 51 can be functionally designed and connected to an air pressure connection 54 in such a way that the secondary spring 112, which may be designed as an air spring, can be connected to a corresponding air supply.
the underframe stem 1 is equipped with two secondary spring brackets 51 arranged symmetrically in the transverse direction 102 in order to support and/or accommodate right and left secondary springs 112 of the rail vehicle 100.
the damper interface serves to accommodate a damper of the bogie 111.
the damper is a secondary damper between the bogie 111 and the base frame 1.
the damper interface is partially formed by a damper console 52, which is integral with the lower chord 20, with the upper chord 10 and / or with can be formed on the supporting structure 30, or as in the present exemplary embodiment, in particular firmly but releasably connected to the upper chord 10, the lower chord 20 and/or to the supporting structure 30.
the damper console 52 is designed as a separate, plate-like component. This damper console 52 is used of clamping sleeves and/or other fastening means are firmly but releasably connected to the upper chord 10, to the supporting structure 30 and/or to the lower chord 20.
the underframe stem 1 is equipped with two damper consoles 52 arranged symmetrically in the transverse direction in order to support and/or accommodate right and left dampers of the rail vehicle 100.
the underframe front 1 is equipped with two damper consoles 52 arranged symmetrically in the transverse direction 102 in order to be able to support and/or accommodate right and left dampers of the rail vehicle 100.
the coupling interface serves to be able to establish a load-bearing connection between a coupling device 110 of the rail vehicle 100 and the underframe stem 1.
the coupling interface is designed in such a way that it forms a coupling console 53 on which the coupling device 110 can be mounted.
the coupling interface is at least partially formed by the coupling console 53, the coupling console 53 being connected, in particular firmly but releasably, to the upper chord 10, the lower chord 20 and/or to the supporting structure 30.
the clutch console 53 is designed as a separate, plate-like component.
the coupling console 53 is connected to the upper chord 10, to the supporting structure 30 and/or to the lower chord 20 using fastening means, for example clamping sleeves.
additional support elements 40 are provided symmetrically on both sides at an end of the underframe stem 1 on the vehicle end in the transverse direction 102. According to one embodiment, these are arranged between the upper chord 10 and the lower chord 20. According to another embodiment, the support elements of 40 can be attached to the lower flange 20 from below, for example by a cohesive connection.
the supply interface is implemented by at least one of the support elements 40.
the support element 40 has at least one passage 41. With the help of the passage 41, a connection is created from the interior 105 of the rail vehicle 100 to areas of the underframe stem 1.
Fig. 6 shows a floor interface of the underframe stem 1.
the floor 121 of the rail vehicle 100 can be seen in the area of the car body 120 and in the area of the underframe stem 1.
the floor 121 is formed together by the car body 120 and by the upper flange 10 of the underframe stem 1.
C-rails 22 are glued to a surface of the upper flange 10.
the C-rails 22 serve to connect components of the interior of the rail vehicle 100 to the floor 121 in the area of the underframe stem 1.
the upper chord 10 functions as a floor interface, in particular at the same time as a floor 121 of the rail vehicle 100.

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Engineering & Computer Science (AREA)
Mechanical Engineering (AREA)
Body Structure For Vehicles (AREA)

EP23190374.1A 2022-08-22 2023-08-08 Avant-corps de châssis pour véhicule ferroviaire et véhicule ferroviaire Pending EP4328110A1 (fr)

Applications Claiming Priority (1)

Application Number	Priority Date	Filing Date	Title
EP22315188		2022-08-22

Publications (1)

Publication Number	Publication Date
EP4328110A1 true EP4328110A1 (fr)	2024-02-28

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ID=83271521

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Application Number	Title	Priority Date	Filing Date
EP23190374.1A Pending EP4328110A1 (fr)	2022-08-22	2023-08-08	Avant-corps de châssis pour véhicule ferroviaire et véhicule ferroviaire

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EP (1)	EP4328110A1 (fr)

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2023
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EP1914142B1 (fr) *	2006-06-02	2012-01-11	ALSTOM Transport SA	Ensemble structurel d'extrémité de caisse de voiture ferroviaire
CN207523716U (zh) *	2017-11-13	2018-06-22	江苏恒神股份有限公司	碳纤维复合材料车体牵引梁
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DE102006015416A1 (de)	2007-10-11	Karosserie für einen Kraftwagen, insbesondere für eien Roadster
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