Car body for a passenger rail vehicle

Abstract

A car body for a passenger rail vehicle includes a chassis having a front assembly at each vehicle end and a vehicle floor consisting of profiled metal sheet edged in a trapezoidal-like manner within the cross-section, wherein beads of the profiled metal sheet extend in a longitudinal direction of the car body, where the vehicle floor is fixedly connected to each front assembly at transition points to the front assembly via a connecting beam oriented transversely to the longitudinal direction of the car body, where the connecting beam is formed as a profiled metal sheet having a substantially L-shaped cross-section, and where the section of the connecting beam connected to a front assembly is equipped with a trapezoidal-like bead.

Claims

1. A car body for a passenger rail vehicle, comprising: a chassis having a front assembly at each respective vehicle end; and a vehicle floor consisting of profiled metal sheet having trapezoidally-shaped beads, when viewed cross-sectionally, the beads of the profiled metal sheet extending in a longitudinal direction of the car body; wherein the vehicle floor is fixedly connected to each front assembly at transition points to said front assembly via a connecting beam oriented transversely to the longitudinal direction of the car body; wherein the connecting beam is formed as a profiled metal sheet having a substantially L-shaped cross-section; and wherein a section of the connecting beam connected to a front assembly includes a trapezoidally-shaped beam having two non-parallel sides connected to a top side.

2. The car body for a passenger rail vehicle according to claim 1, wherein the connecting beam has cut-outs, through which a section of the vehicle floor extends.

3. The car body for a passenger rail vehicle according to claim 1, wherein the connecting beam has at least one water outlet borehole.

4. The car body for a passenger rail vehicle according to claim 2, wherein the connecting beam has at least one water outlet borehole.

5. The car body for a passenger rail vehicle according to claim 1, wherein the connecting beam is assembled from a number of individual metal sheets welded together.

6. The car body for a passenger rail vehicle according to claim 2, wherein the connecting beam is assembled from a number of individual metal sheets welded together.

7. The car body for a passenger rail vehicle according to claim 3, wherein the connecting beam is assembled from a number of individual metal sheets welded together.

8. The car body for a passenger rail vehicle according to claim 1, wherein the connecting beam is produced in one piece from an individual metal sheet via a deformation method.

9. The car body for a passenger rail vehicle according to claim 2, wherein the connecting beam is produced in one piece from an individual metal sheet via a deformation method.

10. The car body for a passenger rail vehicle according to claim 3, wherein the connecting beam is produced in one piece from an individual metal sheet via a deformation method.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) By way of example:

(2) FIG. 1 shows the cross-section through a vehicle floor;

(3) FIG. 2 shows a vehicle floor, transition with a front assembly and a conventional connecting beam;

(4) FIG. 3 shows a vehicle floor, transition with a front assembly and a connecting beam;

(5) FIG. 4 shows conventional connecting beams;

(6) FIG. 5 shows a connecting beam.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

(7) FIG. 1 shows, by way of example and schematically, a cross-section through a vehicle floor. A cut at right angles to the longitudinal direction of a rail vehicle is shown, where for simplification further components, such as a central longitudinal beam or a transverse beam, are not shown. The chassis of the vehicle comprises two external longitudinal beams 1, between which a vehicle floor 2 is arranged. The vehicle floor 2 is typically welded with the longitudinal beams and is formed as what is known as a trapezoidal sheet. This trapezoidal sheet consists of an edged sheet, which is trapezoidal cross-sectionally, where the beads of the profiled metal sheet extend in the longitudinal direction of the car body.

(8) FIG. 2 shows, by way of example and schematically, a vehicle floor at the point of the transition with a front assembly and a conventional connecting beam in accordance with the prior art. Here, a cut along the longitudinal direction of a rail vehicle through the chassis is shown. The vehicle floor 2 comprises trapezoidal sheet ends at this transition point and is connected to the front assembly 4 of the vehicle. To this end, a connecting beam 3 of a conventional design is provided oriented at right angles to the vehicle longitudinal axis, which substantially has an L-shaped cross-section and which is fixedly and non-detachably connected both with the vehicle floor 2 and also with the front assembly 6, typically using welded connections. The connecting beam 3 in accordance with the conventional design is provided with cut-outs, which allow for the vehicle body 2 to pass/extend at least partially through a section of the connecting beam 3, so that a welded connection can be established with high stability at this connecting point. The welded seam 6 for connecting the connecting beam 3 with the front assembly 4 is subject to very high loads, because with high axial loads the front assembly 6 twists relative to the vehicle floor 2. The smaller wall thickness of the connecting beam 3, compared with the front assembly 4, also increases the failure probability of the welded seam 6.

(9) FIG. 3 shows, by way of example and schematically, a vehicle floor at the point of the transition between a front assembly and a connecting beam. The transition point from FIG. 2 is shown, where an inventive connecting beam 5 is however inserted between the vehicle floor 2 and the front assembly 4. This connecting beam 5 is equipped with a beam 7 of a trapezoidal shape. This beam reduces the resistance torque of the connecting beam against deformations due to the introduction of torque at high axial loads, so that the connecting beam 5 can be deformed more easily and the load of the welded seam 6 is significantly reduced.

(10) FIG. 4 shows, by way of example and schematically, a conventional connecting beam. It shows an oblique view of a connecting beam 3, as can be used for instance in an application shown in FIG. 2. The connecting beam 3 has a substantially L-shaped cross-section, where a section is equipped with cut-outs 9. Furthermore, the connecting beam 3 comprises two water outlet boreholes 8.

(11) FIG. 5 shows, by way of example and schematically, a connecting beam. It shows an oblique view onto an inventive connecting beam 5, as can be used for instance in an application shown in FIG. 3. The connecting beam 5 has a substantially L-shaped cross-section, where a section is equipped with cut-outs 9. The second section of the connecting beam 5 is designed with a trapezoidal bead 7.

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