US20190389494A1

US20190389494A1 - Car body for a rail vehicle

Info

Publication number: US20190389494A1
Application number: US16/483,955
Authority: US
Inventors: Sansan Ding; Jianying LIANG; Jian Du; Qinshu Tu; Chuangang Liu; Hong Li; Yunqi Shi; Werner Hufenbach; Andreas Ulbricht
Original assignee: CRRC Qingdao Sifang Co Ltd; CG Rail GmbH
Current assignee: CRRC Qingdao Sifang Co Ltd; CG Rail GmbH
Priority date: 2017-02-09
Filing date: 2018-02-06
Publication date: 2019-12-26
Also published as: ES2939654T3; EP3580108B1; CN110382328B; DE102017102552A1; WO2018146083A1; CN110382328A; EP3580108A1; JP6877562B2; JP2020506112A

Abstract

A car body has at least: two lateral walls, each of which is made of a lower and upper longitudinal member that are connected by multiple lateral wall segments and vertically arranged columns, a roof, a base, two end walls or one end wall, and a head module, wherein the lower longitudinal members of the two lateral walls are connected to the base by means of connection elements in the longitudinal direction of the car body, and the upper longitudinal members of the two lateral walls are connected to the roof by means of connection elements in the longitudinal direction of the car body. The lower and upper longitudinal members are designed as multichamber hollow profiled sections which are continuous over the entire length of the car body, the lower and upper longitudinal members are made of fiber-reinforced plastic, and the connection elements at least partly consist of metal.

Description

The invention relates to a coach body 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 central layer or core layer. The inner wall and the outer wall are preferably manufactured from fibre-reinforced plastic.
The fibre-reinforced plastics particularly preferably comprise glass, carbon, basalt, textile, aramid and/or natural fibres. These fibres are particularly preferably surrounded by a matrix of thermoplastics or thermosetting plastics. The thermosetting plastics provided as matrix particularly preferably comprise epoxy resins, unsaturated polyester resins, PU 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 adjacent profiles by screwed or riveted 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.
EP 0 926 036 A1 describes a coach body for high-speed trains in a differential design which is formed of a base plate, a roof, end walls and side walls, wherein a side wall can be formed of sections arranged along the longitudinal axis of the coach body which consist in each case of a one-part hollow-chamber profile made of fibre-reinforced plastic, wherein the hollow-chamber profile is preferably designed such that the rigidity of the coach body is increased. Base plate, end walls and longitudinal beams are formed of extruded aluminium profiles, whereby the susceptibility to corrosion is again increased disadvantageously.
A modular coach body in a lightweight design, which is likewise conceived in particular for use in high-speed rail vehicles, is known from DE 10 2009 045 202 A1.
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.
This design principle has also been used for many years in the manufacture of aeroplane fuselages, in particular for passenger traffic.
For reasons of high manufacturing accuracy, expensive devices are required for the prefabrication and the subsequent installation of the coach body modules. Even slight inaccuracies of fit result in ledges being able to form in the connection zone between two adjoining coach body modules, which must be smoothed out through laborious re-working (filling, smoothing, grinding). In addition, such ledges on the outer skin of the coach body, specifically in the case of high-speed vehicles which according to the invention reach top speeds of over 400 km/h, lead to aerodynamic turbulence and an increased development of noise.
In order to reduce the overall mass of the coach body, the modular-constructed, functionally integrated coach body has a high proportion of fibre-plastic composite materials (FRP materials) and hybrid materials.
Because of the multiaxial load situation to be expected in the area of the coach body, the coupling modules specifically are manufactured as a metal or FRP-hybrid structure.
EP 0 489 294 A1 describes a coach body for rail vehicles based on FRP materials. Here, groups of components in an FRP design, which are joined by means of the circumferential ring frames, are to be mentioned. At the same time, upper and lower members made of FRP run along the longitudinal axis of the coach body. The base is designed as a U-shaped shell. Details of how an increase in load capacity can be achieved in an FRP design are not found in the published document.
EP 0 577 940 A1 discloses a winding process for producing large components in an FRP design. The production process of a coach body lining with integrally moulded components between the two shells made of FRP is represented. The structure and the design of the coach body lining are not suitable for enduring the loading conditions which result from operating the coach body. For this reason, the coach body lining must necessarily be connected to a coach body exterior which is designed to withstand the typical operational loading conditions.
The object of the present invention is to develop a coach body for a rail vehicle for transporting passengers, in particular for use in short distance operation, such as in underground and suburban railways, such that the load capacity of the rail vehicle is increased with an unchanged overall mass compared with the known solutions from the state of the art, i.e. the structural mass of the coach body is reduced.
In addition, the construction is to have as little susceptibility to corrosion as possible in order to make it possible for such a rail vehicle to have a long normative service life. Likewise, the coach body is to be formed low-maintenance.
The object is achieved according to the invention by a coach body according to independent claim 1. Advantageous embodiments of the invention are specified in the dependent claims.
The coach body according to the invention is formed at least partly of fibre-reinforced plastic composite materials, particularly preferably carbon-fibre composite materials, in order to reduce further the structural mass compared with a coach body according to the state of the art. The percentage by weight of fibre-reinforced plastics in the coach body according to the invention is preferably up to 85%, particularly preferably more than 66%. The fibre-reinforced plastic preferably selectively comprises thermoplastics or thermosetting plastics, particularly preferably epoxy resins, unsaturated polyester resins, PU resins, vinyl ester resins or phenolic resins, as matrix material.
The at least partial manufacture of the coach body from fibre-reinforced plastics advantageously results in a beneficial reduction of the structural mass of the coach body, whereby the load capacity during operation can be increased.
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.
Advantageously, the use of FRP materials furthermore results in both significantly reduced maintenance costs and a significantly reduced susceptibility to corrosion. Advantageously, the manufacture in segments in each case of identical base, roof and side wall segments makes it possible to use common manufacturing methods and tools for fibre-reinforced plastics and, associated with this, allows the flexible adaptation e.g. to the length of a coach body according to the invention. Furthermore, the coach body is designed pressure-tight.
The coach body according to the invention comprises at least the assemblies side wall, roof, base, end wall and in each case two lower and upper longitudinal beams running continuously in the longitudinal direction over the entire length of the coach body as well as, optionally, a head module. The side wall assembly of the coach body according to the invention comprises the components: door pillars as well as the side wall segments and the lower and upper longitudinal beams. The roof assembly of the coach body according to the invention comprises the roof segment components. The base assembly of the coach body according to the invention comprises the components: base segments and end cross-members.
The side wall, roof and base segments of the individual assemblies are particularly preferably designed plate-, shell- or half-shell-shaped. The plate-, shell- or half-shell-shaped roof and base segments are connected to the upper or the lower longitudinal beams, respectively, in a friction- and/or positive-locking and/or material-bonded manner. The plate-, shell- or half-shell-shaped side wall segments are connected to the vertically arranged door pillars as well as to the upper and lower longitudinal beams in a friction- and/or positive-locking and/or material-bonded manner. The end wall is designed plate-, shell- or half-shell-shaped.

Roof Assembly:

The roof is preferably formed as a structural flat roof and comprises individual roof segments which can be formed differently depending on functionality. The roof segments are preferably formed plate-shaped. The roof segments are preferably formed substantially rectangular, wherein the long sides thereof are arranged in each case perpendicular to the longitudinal axis of the coach body. At least 7 roof segments are preferably built into the roof assembly.

Roof Segments

The roof segments of the roof assembly are formed as standard-type roof segments, heating-ventilation-air conditioning-type roof segments or end-type roof segments. The roof assembly 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. An air conditioning unit is preferably installed on up to 8 installation elements which are connected to the upper longitudinal beams, and connected to the slots in the heating-ventilation-air conditioning-type roof segment.
The installation elements for the air conditioning unit are preferably formed of an FRP material.
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 assembly 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 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 assembly 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 assembly is particularly preferably effected beginning with the roof segments arranged on the two end areas of a coach body. In each case a next roof segment is arranged on these roof segments such that the area of the outer wall, projecting beyond the rectangular hollow profiles, of the roof segment connected to an end area of the coach body 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 roof segment connected to an end area of the coach body 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 assembly 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.
For reasons of aerodynamics and aesthetics, the roof assembly preferably contains roof cladding, which is particularly preferably formed of several individual elements and is likewise implemented as a fibre-reinforced plastic composite.

Base Assembly:

The base of the coach body forms the interface between the passengers and the coach body.
The base assembly preferably comprises individual base segments which form the structural base of the coach body, and at least one end cross-member. The base segments are preferably formed plate-shaped, and bridge the space between the two lower longitudinal beams. At least 15 base segments are preferably built into the base assembly. The base assembly preferably comprises two end cross-members which form the termination of the coach body and represent an interface for the introduction of the longitudinal forces into the longitudinal beams.

Base Segments

The base segments of the base assembly are formed as central-type base segments, standard-type base segments or end-type base segments. The base assembly preferably includes in each case one central-type base segment, at least two standard-type base segments and two end-type base segments.
A central-type base segment is preferably arranged in the middle of the base of the coach body and, starting therefrom, in each case at least one standard-type base segment is arranged on both sides. There are preferably more standard-type than central-type base segments. There are preferably more than at least two standard-type base segments. At least two standard-type base segments preferably follow each other.
The base assembly preferably comprises two end-type base segments. The end-type base segments represent the respective ends and thus the termination of the base.
The base segments are preferably formed of at least one FRP material.
The base segments preferably comprise at least an outer and an inner wall.
The inner and the outer wall of the base 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 base 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 base segments, wherein these are designed as rectangular hollow profiles, preferably of different sizes.
The rectangular hollow profiles are preferably arranged, with their longitudinal axes transverse to the longitudinal axis of the coach body, strung together between the inner and the outer wall of the base segments without a gap.
Preferably, only rectangular hollow profiles of the same size are arranged between the inner and the outer wall of the base segments as reinforcing elements, and form the standard-type base segment.
Preferably, rectangular hollow profiles of different sizes are arranged between the inner and the outer wall of the base segments as reinforcing elements, and form the central-type base segment or the end-type base segment.
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. This advantageously results in an improved stability and the acoustic and thermal insulation of the passenger area.
The rectangular hollow profiles are preferably filled with a rigid foam.
The individual base segments are preferably produced in a pressing process, wherein the joining of the rectangular hollow profiles to either the inner or the outer wall of the base segment is effected by adhesive bonding.
The inner and the outer wall of a base 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 base segments. This preferred embodiment advantageously allows individual base segments to be joined to form the base assembly 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 base 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 base segments to form the base assembly is particularly preferably effected beginning with the base segments arranged on the two end areas of a coach body. In each case a next base segment is arranged on these base segments such that the area of the outer wall, projecting beyond the rectangular hollow profiles, of the base segment connected to an end area of the coach body touches the outer wall of the next base segment at least indirectly via a layer of an adhesive. Likewise, the area of the inner wall of the next base segment, projecting beyond the rectangular hollow profiles, touches the inner wall of the base segment connected to an end area of the coach body at least indirectly via a layer of an adhesive. In other words, the joining of the individual base 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 base segment which is arranged in the middle of the base assembly 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 base segment. Moreover, adjacent rectangular hollow profiles of adjacent base 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.
The base assembly can preferably additionally contain base cladding consisting of segments.

End Cross-Member

The end cross-members of the base assembly preferably form the termination of the coach body on both sides, connect the side walls to each other via the lower longitudinal beams and serve among other things to conduct the coupling forces which are introduced into the lower longitudinal beams of the coach body. The end cross-member preferably absorbs at least part of the longitudinal loads. The end cross-member preferably absorbs at least part of the loads acting on the end-type base segments. System installations, such as for example pipes and cables, are preferably guided through the end cross-member.
The end cross-member is preferably formed as a rectangular hollow profile.
The end cross-members preferably consist of wound box profiles which, in a downstream process step, are adapted to the respective geometric requirements by machining, for example by milling. In a downstream process step slots are preferably introduced into the end cross-member by machining manufacturing methods, for example by milling, for the joining using the connecting elements to introduce the coupling forces into the lower longitudinal beams.
The end cross-member is preferably formed of at least one FRP material.
The fibres of the FRP material are preferably oriented multiaxially, particularly preferably bidirectionally.
The fibres in the fibre-reinforced plastic composite of the end cross-member are preferably introduced as roving, non-woven fabric, woven fabric, non-crimp fabric and/or meshwork.

Side Wall Assembly:

The side wall assembly of the coach body according to the invention preferably comprises an upper and a lower longitudinal beam, the side wall segments and the door pillars. The upper and lower longitudinal beams, with the door pillars running vertically with respect to the longitudinal axis of the coach body, form the load-bearing skeleton and structural spine of the coach body.

Longitudinal Beams:

The coach body according to the invention has two upper and two lower longitudinal beams, wherein the upper and lower longitudinal beams are each arranged over the entire length of the coach body. The upper and lower longitudinal beams preferably each finish with the side wall. A very high stability advantageously results thereby.
The upper and lower longitudinal beams are preferably formed as multi-chamber hollow profiles made of an FRP material and contribute to the further reduction of the overall mass compared with common steel or aluminium profiles.
Furthermore, the multi-chamber hollow profiles of the upper and lower longitudinal beams advantageously serve to absorb the longitudinal forces introduced into the coach body.
The upper and lower longitudinal beams are preferably formed with at least two chambers, particularly preferably three to five chambers, which run continuously along the longitudinal axis of the longitudinal beams.
The upper and lower longitudinal beams particularly preferably have no separation points or joints perpendicular to the longitudinal axis of the coach body. The longitudinal beams are particularly preferably arranged as one-piece components over the entire length of the coach body.
Alternatively, the upper and lower longitudinal beams are formed of several individual areas which are each formed along the longitudinal axis of the coach body as independent sections which are connected to each other at their end faces in a friction- and/or positive-locking and/or material-bonded manner using common joining methods.
The chambers of the multi-chamber hollow profiles are particularly preferably surrounded by an outer wall. The outer wall particularly preferably consists of one or more plies of at least one FRP material. The chambers of the multi-chamber hollow profiles are particularly preferably separated from each other by webs, wherein the longitudinal axes of the webs are oriented along the longitudinal axis of the longitudinal beams.
Both the outer wall of the multi-chamber hollow profile and the webs between the individual chambers of the multi-chamber hollow profiles are preferably formed single- or multi-ply.
At least one area, outer wall and/or web of the multi-chamber hollow profile of the upper and of the lower longitudinal beam preferably has a local reinforcement. The local reinforcement is preferably achieved by an enlargement of the interspace between the individual plies of the outer wall and/or webs so that filling areas form. The filling areas are preferably filled with continuous filaments, oriented along the longitudinal axis of the member. The filling areas are particularly preferably filled with ultra-high-modulus fibres (UHM fibres). In addition, interplies can preferably be introduced in the area of the local reinforcement of the upper and of the lower longitudinal beam.
The fibres within the individual plies which form the outer wall of the multi-chamber hollow profile and the webs between the individual chambers of the multi-chamber hollow profiles are particularly preferably oriented unidirectionally or multiaxially, particularly preferably with a unidirectional or quadraxial orientation.
The ply structure both of the outer wall of the multi-chamber hollow profile and of the webs between the individual chambers of the multi-chamber hollow profiles is preferably produced alternately from individual plies with a unidirectional and a multiaxial, particularly preferably quadraxial, fibre orientation, wherein the individual plies with a multiaxial fibre orientation particularly preferably comprise woven fabrics.
The longitudinal beams are particularly preferably produced by means of the pultrusion process.

Upper Longitudinal Beams (Roof Members):

The upper longitudinal beams are preferably connected directly to the individual roof segments of the roof assembly. The upper longitudinal beams produce the connection between the roof and side wall segments. The upper longitudinal beams are called roof members in the following.
The roof members are particularly preferably formed as multi-chamber hollow profiles with at least two chambers, particularly preferably with at least three chambers, advantageously with five chambers, which run continuously along the longitudinal axis of the longitudinal beams. The individual chambers of the roof members particularly preferably have polygonal cross sections. At least one of the chambers of the multi-chamber hollow profile is particularly preferably formed in cross section as a right-angled trapezium and at least one further chamber is formed as a right-angled polygon. The cross section of the chambers particularly preferably has rounded corners. Alternatively, the cross section of one chamber has corners. The rounding of the corners corresponds to the permissible bending radius of the reinforcing fibres. Fibre fracture is thus advantageously prevented by the rounding. Stringing the individual chambers together produces the profile of the roof members.
The cavities formed by rounding the corners of the individual chambers, called filling spandrels in the following, are preferably additionally filled with continuous filaments oriented along the longitudinal axis of the member. The filling spandrels are particularly preferably filled with ultra-high-modulus fibres (UHM fibres).
A roof member preferably has at least one chamber which is free of connecting elements such as bolts or rivets and advantageously can be formed to accommodate peripheral system installations, e.g. electrical supply lines.
The surfaces of the roof members provided for the joining to the side or roof segments preferably undergo a surface treatment prior to the joining process and matched to the joining process.

Lower Longitudinal Beams (Solebars):

The lower longitudinal beams are preferably connected directly to the individual base segments of the base assembly. The lower longitudinal beams produce the connection between the base and side wall segments. The lower longitudinal beams are called solebars in the following.
The solebars are preferably formed as multi-chamber hollow profiles with a cross section which optionally varies over the length, with at least two chambers, particularly preferably with three chambers, which run continuously along the longitudinal axis of the longitudinal beams. The multi-chamber hollow profile of a lower longitudinal beam particularly preferably has two chambers at least in an area of the coach body. At least one of the chambers of the multi-chamber hollow profile of the solebars is particularly preferably formed in cross section as a right-angled polygon. The individual chambers of the solebars particularly preferably have polygonal cross sections, particularly preferably triangular and/or rectangular cross sections. The cross section of the chambers particularly preferably has rounded corners. The rounding of the corners corresponds to the permissible bending radius of the reinforcing fibres. Alternatively, the cross section of one chamber has corners. Stringing the individual chambers together produces the profile of the solebars.
The cavities formed by rounding the corners of the individual chambers, called filling spandrels in the following, are preferably additionally filled with continuous filaments, oriented along the longitudinal axis of the member. The filling spandrels are particularly preferably filled with ultra-high-modulus fibres (UHM fibres).
A solebar preferably has a smaller number of chambers in at least one portion of the coach body than in another portion of the coach body, wherein the slots produced by the reduction in the number of chambers serve for joining to the reinforcing elements for support on the bogie.
The reduction in the number of chambers of the solebars is preferably achieved in a downstream process step by machining manufacturing methods, e.g. milling.
The variation in the cross section of the solebars preferably results from stringing together multi-chamber hollow profiles with different numbers of chambers along the longitudinal axis of the coach body.
The surfaces of the solebars provided for the joining to side or base segments preferably undergo a surface treatment prior to the joining process and matched to the joining process.

Connecting the Roof Members and Solebars to the Assemblies of the Coach Body:

The roof members and the solebars are preferably connected to the side wall segments and the door pillars to form the side wall assembly. In a further embodiment, the joining to the individual segments of the roof and base assembly as well as the end wall and/or head module assemblies is then effected. The connection is preferably to at least one of the following components of the side wall and roof assembly: side wall segments, door pillars, roof segments. Furthermore, the connection of the roof members and of the solebars is only partly to the side wall segments, since these are not continuous in the area of the door pillars.
The lower longitudinal beams of the two side walls are preferably connected to the base by means of connecting elements in the longitudinal direction of the coach body.
The upper longitudinal beams of the two side walls are preferably connected to the roof by means of connecting elements in the longitudinal direction of the coach body.
Further preferably, the upper longitudinal beams are connected to the roof and side wall segments and the door pillars by means of connecting elements. The connecting elements include rivets, screws or adhesives, or a combination thereof. At least some of the connecting elements preferably consist of metal.
A head module or a driver's cab is preferably connected to the roof members by screwing. The end cross-members are preferably connected to the solebars by screwing.
The connection is preferably to at least one of the following components of the base and side wall assembly: end cross-member, side wall segment, door pillars.

Side Wall Segments:

The side wall segments of the side wall assembly are preferably formed as plate-, shell- or half-shell-shaped segments. The side wall segments are formed as transition-type side wall segment or window-type side wall segment. By a transition-type side wall segment is meant within the meaning of the invention a side wall segment which is arranged at the ends of the coach body and does not have a slot. By a window-type side wall segment is meant within the meaning of the invention a side wall segment which is not arranged at the ends of the coach body and has a slot. The window-type side wall segment preferably has a slot into which a window can be inserted.
The side wall assembly preferably includes in each case at least one transition-type side wall segment and at least one window-type side wall segment.
At least one transition-type side wall segment and at least one window-type side wall segment are preferably arranged alternately in each case. Alternatively, at least two window-type side wall segments follow each other. In a further alternative embodiment, at least two transition-type side wall segments follow each other. In a further alternative embodiment, there are more transition-type side wall segments than window-type side wall segments. In a further alternative embodiment, there are more window-type side wall segments than transition-type side wall segments.
The side wall segments are preferably formed of at least one FRP material.
The side wall segments preferably comprise at least an outer and an inner wall.
The inner wall and the outer wall of the side wall segment are preferably arranged at a distance parallel to each other and in each case formed of one or more plies of an FRP material.
The inner and the outer wall of the side segments preferably run parallel to each other substantially over the entire height of the side wall segment, wherein the spacing between the inner and the outer wall decreases through angular deflection towards the upper and/or lower edge of the side wall segment.
The inner and the outer wall are preferably manufactured with a multiaxial fibre orientation, particularly preferably a bidirectional fibre orientation.
The fibres in the fibre-reinforced plastic composite of the side wall segments are preferably introduced as roving and/or non-woven fabric and/or woven fabric and/or non-crimp fabric and/or meshwork.
Between the inner and the outer wall of the side wall segments, a middle layer is preferably arranged for bracing the side wall segment, also called stiffening layer.
The middle layer of the side wall segment preferably connects portions of the inner wall to portions of the outer wall of the side wall segment and is formed of one or more plies of an FRP material.
The middle layer of the side wall segments is preferably oriented parallel to the inner and the outer wall of the side wall segment at least in areas.
The middle layer preferably runs perpendicular to the longitudinal direction of the side wall alternating between the inner and the outer wall of the side wall segment and connects them to each other. The middle layer is particularly preferably formed as an alternating, meandering top-hat profile which runs trapezoidally between the outer and the inner wall of the side segment.
The stiffening layer is preferably manufactured with a multiaxial fibre orientation, particularly preferably a bidirectional fibre orientation.
The middle layer is preferably formed as a foam and/or honeycomb and/or wood core layer and additionally serves for the acoustic and thermal insulation of the passenger area. The middle layer is preferably implemented as rigid foam. The rigid foam core is preferably implemented in the form of several trapezoidal strips placed against each other, which are introduced between the inner and the outer wall in the longitudinal direction of the vehicle and/or vertical (from top to bottom) with respect thereto. The middle layer advantageously serves for noise and heat insulation of the coach body interior.
The middle layer is preferably formed as a combination of individual trapezoidal rigid foam cores and a single- or multi-ply layer made of an FRP material running alternately between them.
The individual side wall segments are preferably produced using a wet lay-up laminate which cures in an oven under vacuum or in an autoclave, wherein the joining of the foam and/or honeycomb and/or wood cores to either the inner or the outer wall of the side wall segment is additionally effected by adhesive bonding.

Door Pillars:

The load-bearing skeleton of the coach body according to the invention is preferably completed by door pillars for connecting the solebars and roof members. The door pillars together with the side wall segments preferably connect the roof members and the solebars of the coach body according to the invention.
The door pillars preferably have a U-shaped or C-shaped profile or a double C-shaped profile and are formed of one or more plies of an FRP material.
The fibres in the individual plies are preferably oriented multiaxially, particularly preferably bidirectionally.
The fibres in the fibre-reinforced plastic composite are preferably introduced as roving and/or non-woven fabric and/or woven fabric and/or non-crimp fabric and/or meshwork.
Slots in the door pillars are preferably produced in a downstream process step by machining manufacturing methods, e.g. milling.
The slots preferably serve to accommodate the control electronics of the automatic doors.
The door pillars preferably have interfaces to all adjacent system components. For this, a hole pattern of any desired geometry produced by milling is located on the central area of the C.

End Wall Assembly:

The end wall assembly preferably finishes off the coach body, wherein each coach body has at least one end wall. The end wall preferably has an opening, which defines the through-passage area to coupled-on coach bodies, with the result that the end wall forms a U-shaped frame open on one side, which is particularly preferably open at the bottom.
The coach body according to the invention preferably has the end wall assembly at its respective ends which are provided for connection to other coach bodies. The coach body according to the invention preferably does not have an end wall at the side which is provided for connection to the head module or the cab.
The end wall is preferably formed of at least one FRP material.
The end wall preferably comprises at least an outer and an inner wall.
The inner and the outer wall of the end wall are preferably formed parallel to each other and in each case of one or more plies of fibre-reinforced plastic.
The inner and the outer wall of the end wall preferably run parallel to each other substantially over the entire frame surface, wherein the spacing between the inner and the outer wall decreases through angular deflection towards the outside of the frame to such an extent that the inner and outer walls are in direct surface contact with each other.
The inner and the outer wall are preferably manufactured with a multiaxial fibre orientation, particularly preferably a bidirectional fibre orientation.
The fibres in the fibre-reinforced plastic composite of the end wall are preferably introduced as roving and/or non-woven fabric and/or woven fabric and/or non-crimp fabric and/or meshwork.
Between the inner and the outer wall of the end wall, a middle layer is preferably arranged for bracing the end wall, also called stiffening layer.
The middle layer is preferably formed as a foam and/or honeycomb and/or wood core and additionally serves for the acoustic and thermal insulation of the passenger area.
The coach body according to the invention is particularly preferably used for the production of a rail vehicle for transporting passengers 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 are speeded up and slowed down at short intervals.
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 explained below with reference to some embodiment examples. The embodiment examples are intended to describe the invention without limiting it.

The invention is explained in more detail with reference to drawings. There are shown in

FIG. 1 coach body in top view and from the side, from the outside,

FIG. 2 cross sections of the coach body along the lines A-A, B-B and C-C,

FIG. 3 view of a joint between roof member and roof segment,

FIG. 4 section and cross section of a roof member,

FIG. 5 detail view of a roof member in cross section,

FIG. 6 section of a solebar and cross sections at various points of the solebar,

FIG. 7 detail view of a solebar in cross section,

FIG. 8 end wall of the coach body in cross section,

FIG. 9 exploded view of the coach body,

FIG. 10 perspective view of the coach body,

FIG. 11 window-type side wall segment and cross section of a window-type side wall segment of the coach body,

FIG. 12 door pillar of the coach body in side view and in cross section,

FIG. 13 perspective view of the end cross-member of the coach body in detail,

FIG. 14 base segment of the coach body in an exploded perspective view, in cross section and in a perspective view in the assembled state,

FIG. 15 roof segment of the coach body in an exploded perspective view, in cross section and in a perspective view in the assembled state,

FIG. 16 roof cladding in outline.

FIG. 1 shows the entire coach body 1 in side view from the outside (FIG. A) and in top view (FIG. B). The side view (FIG. A) in particular shows the side wall with the side wall segments 301, wherein these comprise end-type side wall segments 302 and window-type side wall segments 303. The top view onto the coach body 1 (FIG. B) in particular shows the roof members 601 and the roof, in particular with heating-ventilation-air conditioning-type roof segments 203.
FIG. 2 shows a cross section of the coach body from FIG. 1 along the line A-A (drawing A).
Furthermore, FIG. 2 shows a cross section of the coach body from FIG. 1 in the door area along the line B-B (drawing B).
In addition, FIG. 2 shows a cross section of the coach body from FIG. 1 along the line C-C (drawing C).
All of the drawings of FIG. 2 in particular show the cross sections of the solebars 602 and of the roof members 601 as well as of a base segment 401. Drawing B also shows the cross section of a window-type side wall segment 303 in the area next to the slot provided for a window, while drawing C shows the cross section of a window-type side wall segment 303 in the area of the slot 309.
FIG. 3 shows the joint between a roof member 601 and a roof segment 201 in cross section with the direction of view along the longitudinal axis of the coach body. The roof segment 201 is connected via an adhesive area to the multi-chamber hollow profile of the roof member 601 formed by the chambers 604 and the webs 605, via the inner wall 207. A further connection point between roof member 601 and outer wall 206 of the roof segment 201 exists via the angled element 204. The roof segment 201 has reinforcing elements 209 and a foam core 208.
FIG. 4 shows, in drawing A, a section of a roof member 601 of the coach body in perspective view, and shows (drawing B) the associated cross section, with the direction of view along the longitudinal axis of the coach body, of the multi-chamber hollow profile of the roof member 601. Webs 605 are arranged between the five chambers 604. Moreover, the roof member 601 has rounded corners 603.
FIG. 5 shows a view of a roof member 601 analogous to the representation of FIG. 4, drawing B, with a detail representation of the fibre ply structure. The roof members 601 are produced in a continuous hybrid pultrusion process (e.g. pullwinding or pullbraiding process) with 5 cores (not shown) and with a constant cross section over the length of 21 m. The roof member 601 has five hollow chambers 604 labelled with Roman numerals I to V, each formed as a polygon and designed with rounded corners 603. At least one chamber (V) is designed as a right-angled trapezium. The outer wall 606 and the webs 605 between the individual chambers 604 are each formed of 4 plies of quadraxial non-crimp fabric with an individual thickness of 1.8 mm and a fibre orientation of 0°, −45°, +45° and 90°. Load-bearing areas of the roof member 601, the top chord 607 and the bottom chord 608, have a differentiated ply structure. Here, in addition to the 4 plies of the outer wall, in each case two interplies 611 made of quadraxial non-crimp fabric with a thickness of 1.8 mm are inserted. Plies 3 mm thick with unidirectional UHM fibres (ultra-high-modulus fibres) are introduced in each case into the filling areas 609 between the individual plies. Due to the interplies 611 and the filling areas 609 filled with UHM fibres, the roof member 601 has a local reinforcement in each case in the top chord 607 and in the bottom chord 608. The filling spandrels 610, which form as a result of the rounding of the corners 603, are filled with unidirectional UHM fibres.
In an embodiment example, the roof member 601 has dimensions of 21070 mm×350 mm×381 mm (length×width×height). In this embodiment example, a roof member 601 has a mass of approx. 490 kg.
FIG. 6 shows a section of a solebar 602 of the coach body (drawing A) and the associated cross section with a direction of view in the longitudinal axis of the coach body (drawing B) as well as a cross section through another area of the solebar 602 (drawing C). The cross-sectional area of the solebar 602 shown in FIG. 6, drawing C is reduced in size compared with the cross-sectional area of the solebar 602 shown in FIG. 6, drawing B in that the chamber 604 labelled with the numeral II has been removed by machining. Webs 605 are arranged between the chambers 604. The solebar 602 has rounded corners 603.
FIG. 7 shows a cross section of the solebar 602 analogous to the one represented in FIG. 6, drawing B, with a detail view of the fibre ply structure. The solebars 602 are produced in a continuous hybrid pultrusion process (e.g. pullwinding or pullbraiding process) with three cores and with a constant cross section over the length of 21 m. The solebar 602 has three hollow chambers 604 with polygonal cross sections labelled with the Roman numerals I to III, wherein one chamber (III) is designed with a triangular cross section and two chambers (I, II) are designed with rectangular cross sections and in each case rounded corners 603. The outer wall 606 and the webs 605 between the individual chambers 604 are each formed of 4 plies of quadraxial non-crimp fabric with an individual thickness of 1.8 mm and a fibre orientation of 0°, −45°, +45° and 90°. Load-bearing areas of the solebar 601, the top chord 607 and the bottom chord 608, have a differentiated ply structure. Here, in addition to the 4 plies of the outer wall, in each case two interplies 611 made of quadraxial non-crimp fabric with a thickness of 1.8 mm are inserted. Plies 3 mm thick with unidirectional UHM fibres (ultra-high-modulus fibres) are introduced in each case into the filling areas 609 between the individual plies. Due to the interplies 611 and the filling areas 609 filled with UHM fibres, the solebar 601 has a local reinforcement in each case in the top chord 607 and in the bottom chord 608. The filling spandrels 610, which form as a result of the rounding of the corners 603, are filled with unidirectional UHM fibres.
In an embodiment example, a solebar 602 has dimensions of 21030 mm×215 mm×232 mm (length×width×height) and a mass of approx. 370 kg.
In drawing A, FIG. 8 shows an end wall assembly 5 using the example of an end wall 501 for an adjacent coach body as well as, in drawing B, the cross section thereof. The end wall 501 consists of an inner wall 504 and an outer wall 503, in each case 3 mm thick and built up in each case of several individual plies of bidirectional woven fabric with a fibre orientation in the 0° and 90° directions and a thickness of 0.5 mm. A flat PET rigid foam core 505 is introduced between the inner and the outer wall. The end wall 501 is manufactured using the hand lay-up process and an autoclave process, to form the final connection of the individual elements, to form the finished component.
FIG. 9 shows an exploded view of a coach body 1 and FIG. 10 shows a perspective view of the coach body 1 of FIG. 9, wherein the following components of the coach body are represented: the roof members 601 and the solebars 602, the side wall segments 301, consisting of inner wall 306 and outer wall 305 of the side wall segment 301 and the middle layer 307, the foam core segments 308, the door pillars 304 and 304′, the base segments 401, the end wall 5, the end cross-members 405, the individual roof segments, such as end-type roof segment 202, standard-type roof segment 201 and the heating-ventilation-air conditioning roof segment 203. FIG. 10 additionally shows the roof cladding 205.
FIG. 11 shows a window-type side wall segment 303 of a coach body (FIG. 11, drawing A) and an associated cross section of the side wall segment 303 along the section line N-N (FIG. 11, drawing B) as well as, in FIG. 11, drawing C, a detail view of the cross section (in FIG. 11, drawing B marked by a frame). The window-type side wall segment 303 consists of an inner wall 306 and an outer wall 305, in each case 3 mm thick and consisting in each case of several individual plies of bidirectional woven fabric with a fibre orientation in the 0° and 90° directions and a thickness of 0.5 mm per individual ply. Between the inner wall 306 and the outer wall 305, PET rigid foam cores 308 with a trapezoidal cross section are inserted in an alternating manner and adhesively bonded, wherein the cores 308 are inserted in the longitudinal direction of the vehicle in the lower area of the window-type side wall segment 303 and vertically with respect to the longitudinal direction of the vehicle in the upper area of the window-type side wall segment 303, around the slot 309 for the window. The adhesive bonding is a conventional structural bonding with an adhesive gap of 0.25-0.40 mm. In addition to this, a 3-mm-thick interply 307 made of bidirectional woven fabric runs alternately between the foam cores. The window-type side wall segments 303 are manufactured using the hand lay-up process and an autoclave process, to form the final connection of the individual elements, to form the finished component.
An embodiment example of a window-type side wall segment 303 has dimensions of 3150 mm×2260 mm×50 mm (length×width×height). This embodiment example has a mass of approx. 85 kg.
FIG. 12 shows two embodiment examples 304 and 304′ of a door pillar of the coach body in side view (FIG. 12, drawing A and FIG. 12, drawing C) and in cross section (FIG. 12, drawing B and FIG. 12, drawing D). The door pillars 304, 304′ are produced in a pressing process with a thickness of 6 mm, consisting of individual plies of bidirectional woven fabric, in each case with a thickness of 0.5 mm per individual ply. Electrical supply lines, for example for controlling the door-opening mechanism, can advantageously be arranged in the door pillars of the type 304′.
FIG. 13 shows the end cross-member 405 of the coach body in a perspective view (FIG. 13, drawing A) and in a view with the direction of view in the longitudinal axis of the coach body (FIG. 13, drawing B), with the subsequently introduced slots 410, which accommodate connecting elements which ensure that the longitudinal forces are conducted onto the solebars via a main cross beam (not shown). FIG. 13, drawing C shows the cross section of the end cross-member 405.
FIG. 14 shows a base segment 401 of the coach body in an exploded perspective view (FIG. 14, drawing A) as well as a cross section through two adjacent base segments 401 (FIG. 14, drawing B) during installation. The base segment 401 is manufactured with an overall height of 60 mm. The base segment 401 has an inner wall 407 and an outer wall 406, each with an overall thickness of 2.0 mm and consisting of individual plies with a thickness of 0.5 mm and a weight per unit area of 400 g/m². The carbon fibres of the individual plies are introduced into the plastic matrix made of epoxy resin in the form of a bidirectional woven fabric using a laminating process with subsequent curing in a vacuum, and run in the 0° and 90° directions. In each case six rectangular hollow profiles are arranged, as reinforcing elements 408, directly against each other, transverse to the longitudinal axis of the coach body, between the inner wall 407 and the outer wall 406 of the base segment 401, and adhesively bonded to the inner wall 407. This is a conventional structural bonding with an adhesive gap of 0.25-0.40 mm. The rectangular hollow profiles 408 with a size of 250 mm×56.5 mm and a wall thickness of 1.0 mm are braided directly onto a structured PET rigid foam core made of Airex T90.60 in a braiding process (pullbraiding process), wherein the fibres have a fibre orientation in the ±45° direction and are embedded in a thermosetting matrix made of epoxy resin. The completion of a base segment 401 is effected in a pressing process in order to produce the connection to the inner wall 407 and to form the final shape of the base segment 401 including the joints 409 for the connection to adjacent base segments. FIG. 14, drawing B illustrates the positive-locking connection between adjacent base segments 401 via the joints 409 existing after the installation in addition to the material-bonded adhesive connection.
FIG. 15 shows a standard-type roof segment 201 of the coach body in an exploded perspective view (FIG. 15, drawing A) as well as a cross section through two adjacent roof segments 201 (FIG. 15, drawing B) during installation. The roof segment 201 is manufactured with an overall height of 50 mm. The roof segment 201 has an inner wall 207 and an outer wall 206, with an overall thickness of 1.0 mm and 2.0 mm respectively, and consisting of individual plies with a thickness of 0.5 mm and a weight per unit area of 400 g/m². The carbon fibres are introduced into the plastic matrix made of epoxy resin in the form of a bidirectional non-crimp fabric and run in the 0° and 90° directions. Rectangular hollow profiles are arranged, as reinforcing elements 209, between the inner wall 207 and the outer wall 206 of the roof segment 201 along the outer edges of the roof segment 201, and adhesively bonded to the outer wall 206. This is a conventional structural bonding with an adhesive gap of 0.25-0.40 mm. The rectangular hollow profiles 209 with a size of 100 mm×56.5 mm and a wall thickness of 1.5 mm are braided directly onto a PET rigid foam core in a braiding process (pullbraiding process), wherein the fibres have a fibre orientation in the ±45° direction and are embedded in a thermosetting matrix made of epoxy resin. A flat, structured PET rigid foam core 208 made of Airex T90.60 is arranged between the inner wall 207 and the outer wall 206 and the frame made of rectangular hollow profiles filled with PET foam, and adhesively bonded to the outer wall 206. This is a conventional structural bonding with an adhesive gap of 0.25-0.40 mm. The completion of a roof segment 401 is effected in a pressing process in order to produce the connection to the inner wall and to form the final shape of the roof segment 401 including the joints 210 for the connection to further roof segments 201. FIG. 15, drawing B illustrates the positive-locking connection between adjacent roof segments 201 via the joints 210 existing after the installation in addition to the material-bonded adhesive connection.
FIG. 16 shows an exploded drawing of the roof cladding 205.

REFERENCE NUMBERS

1 coach body
2 roof assembly
201 standard-type roof segment
202 end-type roof segment
203 heating-ventilation-air conditioning-type roof segment
204 angled element
205 roof cladding
206 outer wall of the roof segment
207 inner wall of the roof segment
208 foam core of the roof segment
209 reinforcing element of the roof segment
210 joint to adjacent roof segment
3 side wall assembly
301 side wall segment
302 transition-type side wall segment
303 window-type side wall segment
304 door pillar
304′ door pillar
305 outer wall of the window-type side wall segment
306 inner wall of the window-type side wall segment
307 interply
308 foam core segments
309 slot
4 base assembly
401 base segment
402 central-type base segment
403 standard-type base segment
404 end-type base segment
405 end cross-member
406 outer wall of the base segment
407 inner wall of the base segment
408 reinforcing element of the base segment
409 joint to adjacent base segment
410 feed-through
5 end wall assembly
501 end wall for adjacent coach body
502 end wall for adjacent driver's cab
503 outer wall of the end wall
504 inner wall of the end wall
505 foam core of the end wall
6 longitudinal beam
601 roof member
602 solebar
603 rounded corner
604 hollow chamber (polygonal)
605 web
606 outer wall of the longitudinal beam
607 top chord
608 bottom chord
609 filling area
610 filling spandrel
611 interplies

Claims

1. A coach body for a rail vehicle for transporting passengers for use in short distance operation, wherein

the coach body has at least:

two side walls, each formed of a lower and an upper longitudinal beam that are connected by several side wall segments and vertically arranged pillars, and

a roof, and

a base, and

two end walls or one end wall and one head module,

the lower longitudinal beams of the two side walls are connected to the base by means of connecting elements in the longitudinal direction of the coach body,

the upper longitudinal beams of the two side walls are connected to the roof by means of connecting elements in the longitudinal direction of the coach body,

the lower and upper longitudinal beams are formed as multi-chamber hollow profiles which are continuous over the entire length of the coach body and each have at least two chambers,

the lower and upper longitudinal beams are formed of fibre-reinforced plastic,

the two end walls or one end wall and one head module are connected to the upper and lower longitudinal beams perpendicular to the longitudinal direction of the coach body in a friction- and/or positive-locking and/or material-bonded manner by connecting elements,

the side walls, the roof, the base and the end walls or the end wall and the head module consist at least partly of fibre-reinforced plastic composite, and

the connecting elements at least partly consist of metal.

2. The coach body according to claim 1, wherein the fibre-reinforced plastic composite comprises glass, carbon, aramid, basalt, textile and/or natural fibres in a matrix made of thermoplastics or thermosetting plastics.

3. The coach body according to claim 1, wherein the thermosetting plastics comprise epoxy resins, unsaturated polyester resins, PU resins, vinyl ester resins or phenolic resins.

4. The coach body according to claim 1, wherein the fibres of the fibre-reinforced plastic composite are oriented unidirectionally and/or multiaxially.

5. The coach body according to claim 1, wherein the fibres of the fibre-reinforced plastic composite are introduced as roving, non-woven fabrics, non-crimp fabrics, woven fabrics and/or meshwork.

6. The coach body according to claim 1, wherein the multi-chamber hollow profiles of the upper longitudinal beams have at least two, particularly preferably three to five chambers.

7. The coach body according to claim 1, wherein the multi-chamber hollow profile of a lower longitudinal beam has at least two, particularly preferably three chambers at the ends of the coach body.

8. The coach body according to claim 1, wherein the multi-chamber hollow profile of a lower longitudinal beam has two chambers at least in an area of the coach body.

9. The coach body according to claim 1, wherein the multi-chamber hollow profiles of the lower and upper longitudinal beams are formed along the longitudinal axis of the coach body as independent sections, which are connected to each other on their end faces.

10. The coach body according to claim 1, wherein the chambers of the lower and upper longitudinal beams are separated from each other by webs and are surrounded by at least an outer wall which consists of one or more plies of fibre-reinforced plastic composite.

11. The coach body according to claim 1, wherein the chambers of the lower and upper longitudinal beams are formed as polygonal cross sections, wherein the cross sections are designed rounded at the corners.

12. The coach body according to claim 1, wherein the upper and the lower longitudinal beam have a local reinforcement at least in an area of the outer wall and/or of the web.

13. The coach body according to claim 1, wherein in the area of the local reinforcement of the upper and lower longitudinal beam, filling areas between the individual plies and/or filling spandrels are filled with continuous filaments.

14. The coach body according to claim 1, wherein at least one interply is arranged in the area of the local reinforcement of the upper and the lower longitudinal beam.

15. The coach body according to claim 1, wherein the chambers of the lower longitudinal beams are formed as triangular and/or rectangular cross sections, wherein the cross sections are designed rounded at the corners.

16. The coach body according to claim 1, wherein at least one chamber of the upper longitudinal beams is formed in cross section as a right-angled polygon and at least one chamber of the lower longitudinal beams is formed in cross section as a right-angled polygon, wherein the cross sections are designed rounded at the corners.

17. The coach body according to claim 1, wherein the roof and the base consist of one or more plate-, shell- or half-shell-shaped segments.

18. The coach body according to claim 1, wherein the end wall is formed plate-, shell- or half-shell-shaped.

19. The coach body according to claim 1, wherein the plate-, shell- or half-shell-shaped segments and/or the plate-, shell- or half-shell-shaped end wall consist of an outer wall and an inner wall spaced apart therefrom, which are connected by a middle layer which has a foam core and/or honeycomb core and/or wood core.

20. The coach body according to claim 1, wherein the middle layer is formed as a fibre-reinforced plastic composite and connects the inner and the outer wall with an alternating pattern of one or more plies of fibre composite material, and cavities forming are filled with foam and/or honeycomb cores and/or wood cores.

21-22. (canceled)