EP3061663B1 - Vehicle wall with reinforcement bulkhead - Google Patents

Description

The invention relates to a vehicle wall, which surrounds a passenger or other transport space of a vehicle, preferably a railway car, over the circumference wholly or partly. The vehicle wall includes a wall shell structure having an opening, a stiffening bulkhead disposed on a side of the opening adjacent to the opening, which is joined to the wall shell structure at the peripheral edge. The stiffening bulkhead is formed from a material made of a continuous fiber reinforced thermoplastic, for example an organic sheet or a thermosetting plastic.

The walls of vehicles, especially railway carriages for passenger transport, are today built to meet given requirements for torsional stiffness and other static values. The material of the walls is chosen so thick that it meets the requirements. That is, the cars have a high weight, which directly affects the necessary drive line of the tractor or engine.

The EP 2 305 529 A1 Proposes to build the car body from several car body modules which are interconnected via circumferentially closed coupling modules. The individual car body modules are self-supporting and the transmission of forces between adjacent car body modules takes place exclusively via the coupling modules. The variety of couplings within a car body increases its susceptibility to interference and thereby reduces active operating time. The EP 1 862 366 A1 relates to the construction of a side wall structure for a rail vehicle of a plurality of adjacent panels, which are then joined to an outer side with an outer skin. The panels comprise an opening for a window or door and overlap one another in a side area. The necessary stiffness of the sidewall structure is achieved by the connection of panels and outer skin.

There is therefore a need for a car having a preferably continuous body structure with a thin wall shell structure with windows and / or door openings, which is reinforced by appropriate measures so far that the wagon meets all operator requirements for rigidity and strength. There is still a need for a car with a low weight.

It is therefore an object of the invention to provide a vehicle with a thin wall shell structure and low weight, wherein the wall shell structure is reinforced at critical points.

This object is solved by the subject matter of claim 1. Further embodiments of the invention are the subject of the dependent claims. These can be combined in a technologically meaningful manner, and characterize and specify, in particular in connection with the drawing, the invention additionally.

A first aspect of the invention relates to a vehicle wall which completely or partially surrounds a passenger or other transport space of a vehicle, preferably a railway carriage, over the circumference. Except for railway cars, the invention can also be used advantageously in the field of aircraft construction, shipbuilding and more generally for vehicle or other structures.

The vehicle wall includes a wall shell structure having an opening, preferably a window or door opening, and a stiffening bulkhead disposed on one side of the opening adjacent the opening. The stiffening bulkhead may have an X-shape. The X-shape is particularly well suited because it forms a reinforcing structure for the wall shell structure that acts like a truss. The X-frame leads to an area-wise optimal stiffening of the wall shell structure. Preferably, a wall shell structure in the direction of travel of the vehicle next to each other, even spaced, a plurality of these reinforcing structures. As an X-shape in the broader sense, the shape of the St. Andrew's cross or a double-Y shape is considered.

The stiffening bulkhead has a shell shell which is concave with respect to the wall shell structure and has a peripheral edge, wherein the peripheral edge forms a joining region for joining the stiffening frame to the wall shell structure. The chipboard is an integrated part of the stiffening frame and can therefore also be defined as a stiffening frame by itself. The shroud is on or joined in the joint area with the wall shell structure. The joining region may protrude outward from the concave chipboard or be formed in the opposite direction, so that it is not recognizable when looking at the chipboard.

The joining surfaces of the stiffening frame facing the wall shell structure may have a smooth surface and a shape which essentially corresponds to the shape of the inside of the wall shell structure in the joining region in order to avoid unnecessarily thickening the joining region of the stiffening frame. In addition, stresses in the stiffening bulkhead are thereby avoided since it does not have to be deformed for joining with the wall shell structure.

The wall shell structure can be joined together with a floor and a ceiling to form a vehicle shell structure. Alternatively, parts of the vehicle shell structure, for example the sidewalls and the ceiling of the vehicle and / or the floor or parts of the floor, may be formed by deformation from, for example, a sheet metal. In all cases, the stiffening bulkhead is intended to be joined only with the wall shell structure forming the sidewalls of the vehicle shell structure in order to stiffen the wall shell structure against twisting, for example.

In this case, the shroud with the peripheral edge may be circumferentially or only point or partially joined to the wall shell structure. The casing shell can be joined directly to the wall shell structure directly or via an intermediate structure.

The shroud shell forms a cavity with the wall shell structure, and the stiffener bulkhead, preferably also the shroud shell, extends over at least the height of the opening measured along the side of the opening. That is, the chip shell is not or at least not flat or even over the entire surface of the wall shell structure, but has at least over a large area, preferably over the entire surface, a clearance to the wall shell structure. In this case, the chipboard can have an axial length which is greater than a height of the opening, measured perpendicular to a direction of travel of the vehicle.

The stiffener bulkhead is joined to the wall shell structure in at least one upper joint region and at least one lower joint region spaced from the upper joint region, thereby stiffening the wall shell structure.

The stiffening frame is made of an organic sheet. As a matrix system for the organic sheet is a thermoplastic matrix into consideration.

These new materials have lower weights than, for example, previously used light metals or CFRP materials, allow material savings and usually have improved material properties, since they can be desingt individually for the specific application.

The continuous fiber-reinforced components with a continuous fiber structure have a high fiber volume content of up to 50% to 70%. The components can be manufactured with high weight-specific characteristics and optimized. The heat distortion resistance can be increased and the creep properties when introducing forces into the preferably oriented continuous fibers can be reduced. That is, components made of organic sheet are particularly suitable for use as a structural component or just as stiffening bulkhead.

Also, the cost of such so-called multi-material designs, such as long or continuous fiber reinforced plastics, high performance composite fiber composites or hybrid composite materials, may be lower compared to the cost of previously used materials.

The organo sheet made of a continuous fiber-reinforced thermoplastic chosen for the stiffening frame is characterized by high strength and rigidity and can absorb large amounts of energy, so that only slight deformations occur. The continuous fiber reinforcement can take place over the entire surface and / or locally, between the force application points in the stiffening bulkhead and along the power flow lines through the stiffening bulkhead.

The stiffening bulkhead may in particular be a tool-falling component, which means that the stiffening bulkhead is removed from the tool and is preferably present as a finished semi-finished product without further post-processing. This does not exclude that the tool-dropping component after removal from the tool at the edges, for example, can be tailored to the application size. However, it means that preferably no further processing in the sense of, for example, surface machining or forming takes place after the component has been removed from the tool.

Organic sheets are fiber-matrix semi-finished products. They consist of a fiber fabric or a fiber fabric made of continuous fibers, which are embedded in a thermoplastic matrix. The advantages of a thermoplastic matrix lie in the hot forming capability of the semi-finished products and the resulting shorter process times compared to conventional thermoset fiber composites. This is of particular interest in the automotive industry with its short processing times. Frequently used fiber materials are glass, basalt, aramid and carbon (carbon). In such fabrics and loops, the fibers may also be perpendicular to each other, so that the mechanical properties of organo-sheet such as stiffness, strength and thermal expansion can be defined better than their metallic precursors. In contrast to metal sheets, the tensile and compressive behavior and other mechanical and thermal properties are not isotropic. Long fiber reinforced thermoplastics (LFT), normal fiber reinforced further base materials may be an alternative, although less preferred, to the above-described organo sheets or fiber reinforced thermosets.

The continuous fiber structures or long fiber reinforced thermoplastics can be processed and functionalized in an extrusion molding and injection molding process.
The materials used to make the stiffening frame also have an insulating effect to reduce the noise of the airstream to dampen the ride and to thermally isolate the interior from the environment. To enhance this effect, the stiffening bulkhead can have an additional insulating layer on its side facing the wall shell structure, for example a layer of insulating foam or insulating mat. Alternatively, the stiffening bulkhead can also be constructed as a sandwich construction, with a sandwich core with in particular insulating properties. The insulating properties of the stiffening bulk material make it possible to make the wall shell structure thin, which is advantageous for the overall weight of the vehicle.

Another important material property is the fire behavior, which must be adapted to the respective specifications of potential clients. Minimum requirements may be severe flammability and no formation of toxic smoke as defined in EN 45545.

The upper joining portion with the wall shell structure may be disposed below an upper surface portion of the wall shell structure, and the lower joining portion with the wall shell structure may be disposed above a lower surface portion of the wall shell structure. That is, the stiffening bulkhead may extend up to a maximum of a ceiling of a shell structure of the vehicle, for example, the railroad car, and down to the bottom of the shell structure of the vehicle.

The upper joint area and the lower joint area can be supplemented by lateral joint areas which extend at least in regions from the upper joint area to the lower joint area.

The stiffening bulkhead may have a stiffening rib, which is urgeformed tool falling with the stiffening bulkhead or preferably joined to the chipboard on an inner side. In particular, the chipboard can have a plurality of reinforcing ribs, which are formed in the original form with the stiffening bulkhead or joined to the chipboard. These stiffening ribs or some of the stiffening ribs can form or form one or more air channels.

The stiffening ribs must not protrude beyond the joint areas of the stiffening frame with the wall shell structure, but they can be flush with the joint areas.

Joining includes joining techniques such as welding, crimping, gluing, vulcanizing, riveting, etc. In the context of this invention, joining is generally understood to be gluing in order to increase the material properties of the components to be joined or joined by, for example, heat entry, tapping, riveting, etc Not to affect and advantageous to avoid contact corrosion, as may occur, for example, in an aluminum-CfK connection. However, this should not rule out that the other joining methods can also be used.

The stiffening rib may in particular be a profile body, with, for example, a Z, I, H, T, hat or L profile. The profile body can be added to the shell, for example glued to the shell.

Preferably, the profile body is a Z-profile, wherein the Z-profile comprises a first surface, which can be joined to the chipboard, a second surface which can be joined to the wall shell structure, and a third surface which the connects first and second surfaces together and forms a wall of the air duct. Thus, for example, by two Z-profiles or a Z-profile in cooperation with a T or L profile, an air duct can be formed, which forms a static and functional component. Alternatively, in addition to the stiffening ribs that make up the static component, extra air ducts may be joined to the frame shell, which are then only functional components.

The stiffening rib may rest against the wall shell structure with an end spaced from the chip cup. The spaced end of the stiffening rib may abut the wall structure or be joined to the wall shell structure. The chip pan can have a substantially smooth outside. The outer side is the side of the chip pan, which faces the interior of the vehicle in the chipboard joined to the wall structure.

The stiffening bulkhead can furthermore have a reinforcing structure element, which is preferably joined to the chip shell and / or the peripheral edge. The reinforcing structure element may be joined to the inside of the stiffening frame or to the outside of the stiffening frame. The reinforcing structure element is preferably located directly on the inside or outside of the chip shell, that is, on the inside, the reinforcing rib can cross the reinforcing structure element, for example.

The reinforcing structure element is preferably a fiber composite tape, in particular a UD tape, with a unidirectional fiber orientation. The fibers may in particular be long fibers or continuous fibers. The task of the reinforcing structure element is to absorb a force flow occurring locally in the region of the reinforcing frame in a main load direction and to conduct it optimally or ideally as far as possible.

The reinforcing structure element may be, for example, Andrew's cross, X, Y or double Y-shaped. In particular, in the case of the Andreaskreuz-, X- or the double-Y shape, the reinforcing structure element can span the chip pan diagonally. In this case, free ends of the reinforcing structure element can be wrapped around the outer edge of the stiffening frame, so that the ends of a reinforcing structure element, which is joined on the front with the stiffening bulkhead, are joined on the back with the reinforcing bulkhead, and vice versa.

In principle, all possible forms for the reinforcing structure element are encompassed by the invention, for example also fiber composite tapestries running parallel to each other in the longitudinal and / or transverse direction of the shroud, zigzag or serpentine fiber composite tapestape or fiber composite tapestry in circular or pitch circle form.

The stiffening bulkhead preferably ends below an upper surface area of the wall shell structure and over a lower surface area of the wall shell structure. That is, the stiffening bulkhead preferably does not extend into the floor or the ceiling of the vehicle shell structure.

In this case, the wall shell structure in a plan view of the vehicle wall may preferably extend beyond the stiffening bulkhead in all directions. That is, the stiffening tension substantially forms a local stiffener for the wall shell structure in the region of an opening, such as a window or a door. With several window openings, each space between two windows is reinforced by means of a stiffening frame, which then results in an overall reinforcement of the entire wall shell structure.

The stiffener bulkhead may extend laterally beyond and / or under the opening, but only over part of the length of the opening.

In particular, the stiffening bulkhead can extend in the vertical direction over the opening upwards and / or downwards. In the longitudinal direction, the stiffening bulkhead can extend above and / or below at least over the edge of the opening, so that it also overlaps with the opening in the longitudinal direction, at least in the lateral edge region.

The stiffening bulkhead may extend along a lateral edge of the opening and / or an upper edge and / or lower edge of the opening, and preferably follow the course of the respective edge. The stiffening bulkhead can at least partially surround the opening.

In particular, when the opening is a window opening, a frame or window frame may surround the edge of the opening or be inserted into the opening. The stiffening bulkhead may form at least part of the frame, follow the course of the frame or, preferably, overlap a part of the frame. In the overlapping area, the stiffening bulkhead can be joined to the frame, in particular glued to the frame. For this purpose, the stiffening bulkhead in the overlap area specially trained Adhesive surfaces have, which are adapted to the shape of the wall shell structure protruding frame in the overlapping region. The frame can be a load-bearing window or door frame, which can already contribute to the reduction of stress in the wall shell structure and thereby improve the statics of the wall shell structure. The frame or window frame is preferably formed of aluminum or a material having similar physical properties, since aluminum has a constant modulus of elasticity in all directions due to its isotropic properties.

The wall shell structure can laterally adjacent to the opening have a further opening, preferably a further window or door opening, and a stiffening bulkhead is preferably arranged in each case between two adjacent openings.

Figur 1:

Versteifungsspant mit Fügeflächen zum Fügen mit einer Wandschalenstruktur

Figur 2:

Versteifungsspant der Figur 1 mit Verstärkungsrippen

Figur 3:

Versteifungsspant mit durch Verstärkungsrippen gebildeten Luftführungskanälen

Figur 4:

Versteifungsspant mit Verstärkungsstrukturelement in Form einer Tapeverstärkung

Figur 5

Ausschnitt einer Wandschalenstruktur mit Fenster und Fensterrahmen

Figur 6:

Wandschalenstruktur der Figur 5 mit drei Versteifungsspanten

Figur 7:

Schnitt durch einen mit einer Wandschalenstruktur verbundenen Versteifungsspant

In the following the invention will be explained with reference to figures. The figures show an embodiment of the invention, without limiting this to the illustrated embodiment. Essential features of the invention, which can only be taken from the figures, belong to the scope of the invention and can advantageously further develop the invention individually or in combinations with one another and / or with features of the description. The figures show in detail:

FIG. 1:

Reinforcing frame with joining surfaces for joining with a wall shell structure

FIG. 2:

Stiffening frame of the FIG. 1 with reinforcing ribs

FIG. 3:

Stiffening bulkhead with air ducts formed by reinforcing ribs

FIG. 4:

Reinforcing frame with reinforcing structure element in the form of a taped reinforcement

FIG. 5

Detail of a wall shell structure with window and window frame

FIG. 6:

Wall shell structure of FIG. 5 with three reinforcing ribs

FIG. 7:

Section through a stiffening bulkhead connected to a wall shell structure

The FIG. 1 shows an X-shaped stiffener bulkhead 1, as it was removed from the tool. The stiffening bulkhead 1 comprises a shroud 3 and joint regions 3 formed on the outer edge, with which the stiffening bulkhead 1 can be joined to a wall shell structure 10 of a vehicle, in particular a railway wagon.

The stiffening bulkhead 1 can be made of a light metal, an organic sheet or a composite material or comprise at least one of these materials. In order to improve the insulating properties of the stiffening frame 1, this can be made in sandwich construction, with a sandwich core of an insulating material.

FIG. 1 shows the stiffener bulkhead 1 from the inside 1a, which, in the state joined to the wall shell structure 10, faces the wall shell structure 10, that is, is not visible to a viewer inside, for example, a railroad car whose walls are stiffened with the stiffening frame. The joining is in particular a bonding of the parts together, in order not to weaken the statics of the components, for example by drilling, and to prevent contact corrosion between the parts.

The FIG. 2 shows the stiffening frame 1 of FIG. 1 with a plurality of stiffening ribs 4. The stiffening ribs 4 are made of a Z-profile and therefore have a first surface 4a, with which they can be joined to the stiffening bulkhead 1, a second surface 4b, with which it can be joined to the wall shell structure 10 , and a web 4c connecting the first and second surfaces 4a, 4b to each other and oriented substantially perpendicular to the two surfaces 4a, 4b.

The stiffening ribs 4 reinforce the stiffening bulkhead 1 in the main load directions. None of the stiffening ribs 4 protrudes beyond the joining areas 3, but the joining areas 3 and the second areas 4b may at least partially lie in the same plane so as to be joined together with the wall shell structure 10. The height of the ridge 4c may be different for different stiffening ribs 4, as well as the effective length of the first and second surfaces measured transversely to the ridge 4c may be different.

In the FIG. 3 For example, a stiffening bulkhead 1 is shown, in which the stiffening ribs 4 are arranged so that they simultaneously form air ducts 5 through which air can be passed for cooling, heating or simply for air exchange. The air ducts 5, respectively their side walls are formed by the stiffening ribs 4. In this case, the reinforcing ribs 4 may be formed from the aforementioned Z-profile, or from an I, L, T, H or hat profile or any other profile, such as a U, V or tube profile.

The FIG. 4 shows the stiffening frame 1 of FIG. 1 from the outside 1b, which, in the joined state with the wall shell structure 10, is directed inside the railway wagon, for example. The reinforcing bulkhead 1 is reinforced by a reinforcing structure element 6, which can absorb forces in the direction of the main load acting on the reinforcing bulkhead 1.

The reinforcing structure element 6 of the exemplary embodiment is a pair of bands which, crossing one another, cross the stiffening bulkhead 1 diagonally span. The bands may in particular be a fiber composite tape, with a fiber orientation in only one direction (unidirectional).

The reinforcing structure element 6 is joined to the stiffening bulkhead 1, in particular the reinforcing structure element 6 is bonded to the stiffening bulkhead 1.

The FIG. 5 shows a section of the wall shell structure 10 with a window 11 with a window frame 12. The window frame 22 surrounds the window 11 or is inserted into the window opening. Alone by the window frame 12 already makes a contribution to stiffen the wall shell structure 10 at least locally.

The window frame 12 is preferably made of an isotropic material, such as aluminum or an aluminum alloy, which, regardless of the direction in which it is subjected to a force, has substantially the same physical properties, such as stability, elasticity, etc.

In the FIG. 6 a larger section of the wall shell structure 10 is shown. Altogether four windows 11 are to be seen, which are the window of the FIG. 5 correspond. In each case between two windows 11, a stiffening bulkhead 1 is joined to the wall shell structure 10 in a region above and below the window 10.

The stiffening bulkhead 1 overlaps the window frame 12 of the two windows 11, between which the stiffening bulkhead 1 is arranged, above and below the window 11. The stiffening frame 1 can be joined to the window frame 12 in the overlapping area.

The FIG. 7 shows a joined to the wall shell structure 10 stiffening bulkhead 1, which is cut open at the level of the window 11. It can be seen that the stiffening bulkhead 1 partially overlaps the window frame 12 and is joined to the window frame 12 in this overlapping area.

Furthermore, the Z-shaped stiffening ribs 4 are shown with the first surface 4a, the second surface 4b and the web 4c connecting the surfaces 4a, 4b. The reinforcing bulkhead 1 is joined to the joining shell 3 with the wall shell structure 10, and also the reinforcing ribs 4 are joined to the surface 4 b with the wall shell structure 10. On the outside 1b of the stiffening frame 1 is a reinforcing structure element 6, as it is apparent from the FIG. 4 is known, joined with the stiffening frame.

LIST OF REFERENCE NUMBERS

1

Versteifungsspant

1a

inside

2 B

outside

2

Spantschale

3

joining area

4

stiffening rib

4a

first surface

4b

second surface

4c

web

5

air duct

6

Reinforcing structural element

10

Wall shell structure

11

window

12

window frame

Claims (13)

1. Vehicle wall, which surrounds a passenger or other transport space of a vehicle, preferably a railway wagon, over the circumference, partially or entirely, the vehicle wall comprising:

   a) a wall shell structure (10) with an opening (11), preferably a window or door opening,

   b) and a stiffening bulkhead (1) arranged on one side of the opening (11) adjacent thereto,

   c) wherein the stiffening bulkhead (1) has a bulkhead shell (2) which is concave with respect to the wall shell structure (10) and has a join region (3),

   d) the bulkhead shell (2) is joined to the wall shell structure (10) in the join region (3)

   e) and forms a cavity with the wall shell structure (10),

   f) and wherein the stiffening bulkhead (1), preferably the bulkhead shell (2), extends over at least the height of the opening (11) measured along the side of the opening (11)

   g) and in at least an upper join region and at least a lower join region remote from the upper join region is joined to the wall shell structure (10) in order to stiffen the wall shell structure (10),
   characterised in that

   h) the stiffening bulkhead (1) comprises an organic sheet from a continuous fibre-reinforced thermoplastic, and

   i) the stiffening bulkhead (1) is a continuously fibre-reinforced component with a continuous fibre structure with a fibre volume content of 50% to 70%.
2. Vehicle wall according to the preceding claim, wherein the upper join region is arranged below an upper surface region of the wall shell structure (10) and the lower join region is arranged above a lower surface region of the wall shell structure (10).
3. Vehicle wall according to any one of the preceding claims, wherein the stiffening bulkhead (1) has a stiffening rib (4) which is originally formed with the stiffening bulkhead (1) or is joined to the bulkhead shell (2) preferably on an internal face (1a) of the stiffening bulkhead (1).
4. Vehicle wall according to the preceding claim, wherein the stiffening bulkhead (1)/bulkhead shell (2) has a plurality of stiffening ribs (4) and the, or any one of these, stiffening ribs (4) provide(s) walls of an air channel (5).
5. Vehicle wall according to any one of the two preceding claims, wherein the stiffening rib (4) is a shaped body with a Z profile.
6. Vehicle wall according to any one of the preceding claims, wherein the stiffening bulkhead (1) has a substantially smooth external face.
7. Vehicle wall according to the preceding claim, wherein the stiffening bulkhead (1) has a strengthening structural element (6) which is preferably joined to the stiffening bulkhead (1).
8. Vehicle wall according to the preceding claim, wherein the strengthening structural element (6) is a UD tape with a unidirectional fibre orientation.
9. Vehicle wall according to any one of the two preceding claims, wherein the strengthening structural element (6) is a St. Andrew's cross, X or double-Y in design and diagonally spans the bulkhead shell (2).
10. Vehicle wall according to any one of the preceding claims, wherein the stiffening bulkhead (1) is a die-cut component.
11. Vehicle wall according to any one of the preceding claims and at least one of the following features:

    - the stiffening bulkhead (1) ends below an upper surface region of the wall shell structure (10) and above a lower surface region of the wall shell structure (10);

    - the wall shell structure (10) extends in a top-down view of the vehicle wall (10) to all sides beyond the stiffening bulkhead (1);

    - the stiffening bulkhead (1) extends laterally above and/or below the opening (11), but only over one portion of the length of the opening (11);

    - the stiffening bulkhead (10) extends in the vertical direction (Z) upwards and/or downwards to beyond the opening (5) and in the longitudinal direction (X) above and/or below to beyond the opening (5), so that it also overlaps the opening (5) in the longitudinal direction (X) ;

    - the stiffening bulkhead (1) extends along a lateral margin of the opening (11) and/or of an upper margin and/or lower margin of the opening (11) and follows the line of the particular margin, preferably adapted thereto.
12. Vehicle wall according to any one of the preceding claims, wherein a frame (12) surrounds the margin of the opening (11) and the stiffening bulkhead (1) forms at least a portion of the frame (12), follows the line of the frame (12) or overlaps a portion of the frame (12), and the stiffening bulkhead (1) is preferably joined to the frame (12) in the region of the overlap.
13. Vehicle wall according to any one of the preceding claims, wherein the wall shell structure (10) has laterally adjacent to the opening (11) an additional opening (11), preferably an additional window or door opening, and the stiffening bulkhead (1) is arranged between the openings.

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