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.
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)
Description
[0154] The invention is explained in more detail with reference to drawings. There are shown in
[0155] FIG. 1 coach body in top view and from the side, from the outside,
[0156] FIG. 2 cross sections of the coach body along the lines A-A, B-B and C-C,
[0157] FIG. 3 view of a joint between roof member and roof segment,
[0158] FIG. 4 section and cross section of a roof member,
[0159] FIG. 5 detail view of a roof member in cross section,
[0160] FIG. 6 section of a solebar and cross sections at various points of the solebar,
[0161] FIG. 7 detail view of a solebar in cross section,
[0162] FIG. 8 end wall of the coach body in cross section,
[0163] FIG. 9 exploded view of the coach body,
[0164] FIG. 10 perspective view of the coach body,
[0165] FIG. 11 window-type side wall segment and cross section of a window-type side wall segment of the coach body,
[0166] FIG. 12 door pillar of the coach body in side view and in cross section,
[0167] FIG. 13 perspective view of the end cross-member of the coach body in detail,
[0168] 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,
[0169] 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,
[0170] FIG. 16 roof cladding in outline.
[0171] 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.
[0172] FIG. 2 shows a cross section of the coach body from FIG. 1 along the line A-A (drawing A).
[0173] 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).
[0174] In addition, FIG. 2 shows a cross section of the coach body from FIG. 1 along the line C-C (drawing C).
[0175] 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.
[0176] 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.
[0177] 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.
[0178] 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.
[0179] In an embodiment example, the roof member 601 has dimensions of 21070 mm350 mm381 mm (lengthwidthheight). In this embodiment example, a roof member 601 has a mass of approx. 490 kg.
[0180] 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.
[0181] 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.
[0182] In an embodiment example, a solebar 602 has dimensions of 21030 mm215 mm232 mm (lengthwidthheight) and a mass of approx. 370 kg.
[0183] 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.
[0184] 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.
[0185] 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.
[0186] An embodiment example of a window-type side wall segment 303 has dimensions of 3150 mm2260 mm50 mm (lengthwidthheight). This embodiment example has a mass of approx. 85 kg.
[0187] 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.
[0188] 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.
[0189] 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/m.sup.2. 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 mm56.5 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.
[0190] 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/m.sup.2. 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 mm56.5 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.
[0191] FIG. 16 shows an exploded drawing of the roof cladding 205.
REFERENCE NUMBERS
[0192] 1 coach body [0193] 2 roof assembly [0194] 201 standard-type roof segment [0195] 202 end-type roof segment [0196] 203 heating-ventilation-air conditioning-type roof segment [0197] 204 angled element [0198] 205 roof cladding [0199] 206 outer wall of the roof segment [0200] 207 inner wall of the roof segment [0201] 208 foam core of the roof segment [0202] 209 reinforcing element of the roof segment [0203] 210 joint to adjacent roof segment [0204] 3 side wall assembly [0205] 301 side wall segment [0206] 302 transition-type side wall segment [0207] 303 window-type side wall segment [0208] 304 door pillar [0209] 304 door pillar [0210] 305 outer wall of the window-type side wall segment [0211] 306 inner wall of the window-type side wall segment [0212] 307 interply [0213] 308 foam core segments [0214] 309 slot [0215] 4 base assembly [0216] 401 base segment [0217] 402 central-type base segment [0218] 403 standard-type base segment [0219] 404 end-type base segment [0220] 405 end cross-member [0221] 406 outer wall of the base segment [0222] 407 inner wall of the base segment [0223] 408 reinforcing element of the base segment [0224] 409 joint to adjacent base segment [0225] 410 feed-through [0226] 5 end wall assembly [0227] 501 end wall for adjacent coach body [0228] 502 end wall for adjacent driver's cab [0229] 503 outer wall of the end wall [0230] 504 inner wall of the end wall [0231] 505 foam core of the end wall [0232] 6 longitudinal beam [0233] 601 roof member [0234] 602 solebar [0235] 603 rounded corner [0236] 604 hollow chamber (polygonal) [0237] 605 web [0238] 606 outer wall of the longitudinal beam [0239] 607 top chord [0240] 608 bottom chord [0241] 609 filling area [0242] 610 filling spandrel [0243] 611 interplies
