Daimlerchrysler Rail Systems Gmbh

Other

Daimler Chrysler Ag

Hartmut Carstensen

Reinhard Mauermann

Georg Donhauser

Reinhard Kn&ouml;dler

Fritz Liebrecht

Bernd Hoppe

Rainer Franke

Erwin Schmelzer

Lothar Klein

Burkhart Liesenberg

Ursula Wagner

A method for determining the fatigue strength of a corrodible connecting part between at least two structural parts, with the connecting part being subjected to specified corroding surroundings and a given repeated mechanical strain while being used. Diagrams (stress-number curves) that represents the variable of the repeated strain in relation to the number of strain repetitions until the destruction of the connecting part are used in order to determine the fatigue strength. First, a strain-free pre-corrosion of the connecting parts is carried out in a corrosive atmosphere corresponding to the corrosive atmosphere during the intended use of the part, in a time period after which the duration of the pre-corrosion has hardly any influence on the shape of a stress-number curve that is recorded subsequently. The pre-corrosion connecting part is then subjected to a given repeated mechanical strain in surroundings which match the specific corroded surroundings in order to record a stress-number curve until the fatigue strength has been reached. The pre-corrosion is preferably carried out at a temperature which is higher than ambient temperature, whereby the duration of the pre-corrosion can be significantly reduced.

Method for determining the fatigue strength of a corrodible connecting part

The subject matter of the invention is a rail vehicle with a head module made of a composite fiber material. For this, a joining region with height-tolerance compensating means ( ) is arranged on the underframe ( ) and a joining edge with longitudinal and lateral tolerance compensating means ( and ) is arranged on the wagon body module ( ). The head module has joining edges that point toward the wagon body module ( ) and the underframe ( ) and is provided with reinforced sections ( ) that are integrated into the fiber composite material. The head module is attached to the underframe ( ) and at least at the head module side walls ( ) of the wagon body module ( ) by means of fastening means ( ), which build up a pre-tensioning force, in such a way that shear-resistant connections are created. As a result, it is possible to control size deviations resulting from the production methods in order to avoid undefined internal stresses during the joining, to absorb without damage the differing heat expansions of a head module of fiber composite material and a wagon body module, as well as to produce the head modules of a fiber composite material and the connections of said modules to the wagon body module ( ) and the underframe ( ) so as to be not only self-supporting but also load-sharing and easy to repair.

Rail vehicle with a fiber composite material head module

The invention relates to a method and device for thermally supporting mechanical joints by means of punched rivets with a semi-hollow rivet or a solid rivet or by pounding. The method is characterized in that a local and time limited heating of the joint parts ( ) occurs by means of electric resistance heating in the future forming zone, whereby the heating is carried out by means of a hold-down device ( ) and a matrix ( ) or by elements ( ) arranged next to or elements ( ) arranged in front of said hold-down device and matrix. The heating is initiated at the start of or immediately before the joining process and is completed before the forming begins.

Method and device for thermally supporting mechanical joints

Modular unit, method and device for inserting same

Growing community of inventors

Berlin, Germany

Hartmut Carstensen