EP2570322B1 - Trägerelement zum Aufbau eines Fußbodens eines Schienenfahrzeugwagens, Fußboden eines Schienenfahrzeugwagens sowie Schienenfahrzeugwagen - Google Patents

Trägerelement zum Aufbau eines Fußbodens eines Schienenfahrzeugwagens, Fußboden eines Schienenfahrzeugwagens sowie Schienenfahrzeugwagen Download PDF

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Publication number
EP2570322B1
EP2570322B1 EP11181236.8A EP11181236A EP2570322B1 EP 2570322 B1 EP2570322 B1 EP 2570322B1 EP 11181236 A EP11181236 A EP 11181236A EP 2570322 B1 EP2570322 B1 EP 2570322B1
Authority
EP
European Patent Office
Prior art keywords
carrier element
floor
floor panels
rail vehicle
longitudinal direction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP11181236.8A
Other languages
German (de)
English (en)
French (fr)
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EP2570322A1 (de
Inventor
Florian Büttner
Lars Harnack
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to EP11181236.8A priority Critical patent/EP2570322B1/de
Priority to PL11181236T priority patent/PL2570322T3/pl
Priority to KR1020120100369A priority patent/KR101436824B1/ko
Priority to CN201210340416.9A priority patent/CN102991514B/zh
Priority to JP2012202701A priority patent/JP5524302B2/ja
Priority to BR102012023220-0A priority patent/BR102012023220A2/pt
Publication of EP2570322A1 publication Critical patent/EP2570322A1/de
Application granted granted Critical
Publication of EP2570322B1 publication Critical patent/EP2570322B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D33/00—Seats
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/10—Floors

Definitions

  • the invention relates to a carrier element for constructing a floor of a rail vehicle wagon and a floor structure of a rail vehicle wagon. Furthermore, the invention relates to a rail vehicle car.
  • first and second class In rail vehicle construction, increasingly stringent requirements are placed on the interior fittings of rail vehicles.
  • the rail vehicles are typically equipped with two different passenger classes, which are referred to as first and second class.
  • first and second class Increasingly, the expansion takes place in the form of large capacity cars.
  • the seating with passenger seats is typically carried out in the form of one, two or even three seats left and right of an aisle running in the center car center aisle.
  • the large capacity cars can be equipped with tables between facing passenger seats.
  • Out DE 10 2006 032 333 B4 and EP 1 880 914 A1 is a floor structure of a rail car with extending in the vehicle longitudinal direction rigid longitudinal beams known to which seat feet are fixed by passenger seats and on which support floorboards. Each longitudinal beam forms together with an elastic material a preassembled unit which is fixed to the car body.
  • a floor structure which comprises a support for fixing parts, for example seats or walls.
  • the carrier is designed in the form of a fastening rail into which a connecting element assigned to the part to be fastened is introduced.
  • the carrier also supports floorboards which are arranged laterally to the carrier. The remaining area of the carrier is covered with a cover strip, which also covers the edge of the floorboards facing the carrier at the same time.
  • a floor structure of a rail vehicle car comprises at least one carrier element extending in the longitudinal direction of the rail vehicle car and fixed to the vehicle body shell of the rail vehicle car, to which are fastened foot supports of equipment units, for example passenger seats and tables, wherein the carrier element has laterally outwardly facing approach surfaces on which support first floor panels.
  • the support members are covered with second floor panels disposed between adjacent first floor panels supported by the support member, at least some of the second floor panels being spaced apart longitudinally of the rail car and providing access to the support member for securing the foot brackets of the furniture units to the support member , Furthermore, a floor covering is disposed on the first and second floor panels, the first surface portions each covering at least a first floor panel, and the second surface portions, each covering at least a second floor panel, the edges of the surface portions without cover and sealingly connected to each other are
  • the floor structure thus comprises two types of floor panels.
  • the first floor panels are based on the outer approach surfaces of the support member, but leave this substantially free.
  • the first floor panels Seen in the transverse direction, the first floor panels are spaced apart.
  • the first floor panels abut each other or are otherwise suitably connected together to form a continuous floor.
  • the first floor panels thus form a continuous in the longitudinal direction of the rail vehicle car floor, each with a "channel" or space between the first floor panels above the support member remains.
  • the second floorboards laid in this space are typically spaced apart longitudinally, to the extent that access to the support element is provided to secure each one of a unit, such as a single seat or a double seat.
  • the space between longitudinally spaced units of equipment is thus covered by a second floor panel which extends transversely to the first floor panels so as to provide a continuous floor.
  • the first and second floorboards are designed to together form a step-free floor.
  • the layout of the seating is to be modified, for example, the distance between longitudinally adjacent seats of the rail vehicle is changed, then only the second floor panels need to be accommodated, the furniture units correspondingly displaced, and the second floorboards adapted to the seat divider so modified be used.
  • the first floor panels supporting on abutment surfaces of the support member have, at their respective edges facing the support member, a step extending in the longitudinal direction of the rail vehicle car on which the second floor panels are supported Cover carrier element.
  • first and second floor panels are created, on the one hand to produce a better connection between the floor panels and on the other hand to ensure that the tops of the floor panels are aligned.
  • the step height can correspond to the thickness of the second floor panels.
  • this structure allows a seal of the floor against the ingress of dirt and liquids. This can be further improved by using suitable seals.
  • the carrier element comprises at least two profile rails extending in the longitudinal direction of the carrier element, for example C-sections, which are spaced apart in the transverse direction of the carrier element and to which the foot holders of the device units are fastened.
  • the carrier element comprises three profile rails extending in the longitudinal direction of the carrier element, for example C-sections which are each spaced apart in the transverse direction of the carrier element, wherein each foot holder is fastened to at least two profile rails of the carrier element ,
  • the carrier element may comprise two or even three profile rails.
  • the floor is equipped with identically constructed support elements.
  • two transversely spaced carrier elements can be used per rail vehicle car, which extend through the entire passenger compartment of the rail vehicle car.
  • Each support member may be constructed integrally in the longitudinal direction or in individual interconnected longitudinal segments.
  • the profile rails of the carrier element are arranged completely below the second floor panels.
  • the rails may be covered only by the second floor panels, but not from the first floor panels.
  • a floor covering is disposed on the first and second floor panels, which includes first surface portions each covering at least a first floor panel, and the second surface portions each covering at least a second floor panel, the edges of the surface portions being free of cover and sealingly connected with each other.
  • the floor covering can therefore be laid shock-to-joint without the need for cover rails or the like. It is thus possible a continuous surface.
  • the floor structure comprises two carrier elements, spaced apart in the transverse direction of the rail vehicle, extending in the longitudinal direction of the rail vehicle and fixed to the body shell of the rail vehicle, to which the feet of the equipment units are attached, at least one of the first floor panels supported on both support elements.
  • the carrier element or the carrier elements are fixed via elastic supports to carriers belonging to the car body shell for acoustic decoupling.
  • C-holders are attached to the carriers associated with the car body shell.
  • the C-holders are formed about C-shaped elastic support under support on inner walls of the C-holder, wherein the elastic Pads have receiving grooves, engage in the engaging webs of releasably connected to the support members fasteners.
  • the C-holders surround the elastic supports and thereby hold the elastic supports and the fastening elements.
  • the fasteners can be inserted with their engagement webs in the longitudinal direction in the C-holder. Subsequently, the support element is placed and preferably screwed with the fasteners.
  • the foot supports of the device units each comprise a support beam attached to the support element or to one of the support elements and a cover which surrounds the support beam and rests on the first and second floor plates.
  • the support bracket provides the actual attachment of the device units and is mounted on the rails suitable.
  • the cladding surrounds the support beam and thus disguises the supporting structures and possible cable connections of the equipment units.
  • the cladding obscures the areas of the carrier elements left open by the first and second floor panels. These open areas are located below the equipment units. To produce a tight covering this sits on the floor panels, with an additional seal can be provided.
  • the second floor panels are releasably secured to the support member or members.
  • the second floor panels can be easily removed for inspection purposes or conversions.
  • the device units are attached non-positively to the carrier element (s) only by means of the foot holders, the foot holders being removable and / or displaceable. An attachment to wall brackets is not required.
  • a support element for a floor structure proposed a rail vehicle, comprising at least one extending in the longitudinal direction of the support member rail for attaching foot holders of equipment units, such as passenger seats and tables, wherein the carrier element can be fixed to a Wagenkastenrohbau the rail vehicle car.
  • the carrier element comprises at least two profile rails extending in the longitudinal direction of the carrier element and spaced apart from one another in the transverse direction of the carrier element, between which at least one cable channel extends in the longitudinal direction of the carrier element, wherein the profile rails have bearing surfaces on which the foot holders are supported when they are mounted on the support element.
  • the rails of the support member allow a free adjustment of the distance of the device units in the longitudinal direction of the rail vehicle car. Since the rails are spaced transversely from each other and both are available for the attachment of the equipment units, and high lateral loads that occur when using, for example, passenger seats can be safely absorbed by the support member and derived in the supporting structures of the rail vehicle.
  • the foot mounts of the equipment units are frictionally in contact with the bearing surfaces of the rails.
  • the foot brackets are fixed non-positively by suitable fasteners on the support surfaces, for example by tightening the foot brackets on in the rails inserted slot nuts or grooved rails. It is thereby possible to fasten the device units exclusively on the carrier element. An additional attachment to side wall brackets of Wagenkastenrohbaus is no longer required.
  • the entire electrical wiring below the cable duct, which runs between the two rails, can be accommodated.
  • the cable channel can be open at the top. This facilitates conversions with a desired layout change of the seating.
  • in the transverse direction comprises the carrier element adjacent to each outer C-profile each have a laterally outwardly facing shoulder surface for supporting first floor panels.
  • the approach surfaces support, for example, permanently mounted floor panels, which also releasable connections can be used here. These floorboards may also be referred to as first floorboards.
  • the abutment surfaces may be reset relative to the bearing surfaces, i. lie deeper in the installed state of the support element.
  • the first floor panels are located with their edges on these shoulder surfaces, wherein each support member then supports at least two first floor panels. Seen in the transverse direction, the first floor panels are then spaced apart, in particular, the two rails and the cable channel are exposed.
  • the support element comprises three in the longitudinal direction of the support member and in the transverse direction of the support member each spaced-apart rails, in particular C-profiles, between each of which a cable channel extends in the longitudinal direction of the support member.
  • the device units such as passenger seats, for example, be attached to the two outer rails. Since these provide the greatest distance from each other and thus the largest lateral load bearing, the outer rails are suitable for example for the attachment of double seats. For the attachment of individual seats, however, one of the two outer rails can be used together with the middle rail, whereby a variability in the transverse direction is given.
  • two cable channels are available, which are spatially separated from each other, for example by the middle rail.
  • a current-carrying wiring can be laid separately from a signal-carrying cabling and thereby the safety can be improved while reducing the noise pollution.
  • this is also possible with the use of a single cable channel, provided that it has two or more separate chambers features.
  • the chambers can be easily created by suitable partitions, wherein the partitions may be integrally provided in the cable channel or by suitable inserts, which are subsequently inserted into the cable channel, can be created.
  • the support member adjacent to outer rails each having an inwardly facing lug surface for supporting and / or attaching the profile rails covering second floor panels.
  • the support member may also have inwardly facing abutment surfaces, which may also be referred to as inner abutment surfaces.
  • the inner approach surfaces may for example be provided only on the outer rails. It is also possible that the inner approach surfaces are also provided on the middle rail.
  • the inner abutment surfaces support floorboards that may be configured to be easily removable.
  • These floor panels which are also referred to as second floor panels or variable floor panels, serve to cover the support member between longitudinally adjacent equipment units. In a possibly necessary revision or in a conversion, for example, the seating, it is only necessary to take the second floor panels to gain access to the support element.
  • the first floor panels do not have to be dismantled. Therefore, the first floorboards may also be referred to as solid floorboards. It goes without saying, however, that even the second floor panels require attachment. However, this can be conveniently made by Velcro or other, easy to solve fasteners.
  • the carrier element is in one piece, in particular an extruded profile.
  • the rails including the approach surfaces can thus be integrally formed.
  • the carrier element can be completely formed as a hollow profile with a plurality of chambers, wherein the profile rails and shoulder surfaces then integral are formed. In principle, however, it is also possible to construct the carrier element from individual components.
  • the cable channel running between adjacent profile rails and parallel to them is open on one side.
  • the one or more cable channels are therefore easily accessible.
  • a rail car has a variable seat layout and comprises two support elements extending in the longitudinal direction of the rail vehicle car, to which equipment units are attached and on which first and second floorboards are supported, or a floor structure as described above wherein the device units are removably and / or slidably attached to the support members.
  • the foot brackets of the equipment units are typically mounted prior to laying the second floor panels.
  • first surface portions covering at least one first floor panel and second surface portions covering at least one second floor panel are cut and fixed on the first and second floor panels, and the edges of the surface portions are connected with each other without covering and sealing.
  • first the floor covering is separated at the edges of the first and second surface sections; be applied to the installed second floor panels adapted to this second surface portions of the floor covering; and the butting edges of the first and second surface portions of the flooring are joined together.
  • each foot bracket may also be a cover for each foot bracket, which surrounds the foot bracket in the direction of its longitudinal axis and conceals the attachment to the support element. This is placed after mounting the foot bracket and removed during disassembly before the foot bracket is released.
  • the seating arrangement is changeable in a short time without receiving the floor. Only the second floorboards need to be removed when the seat divider is changed. If the seat divider remains intact and if only the seating is to be exchanged, for example when changing from the first to the second class or vice versa, the second floor panels may also remain.
  • the support member makes it possible to attach a row of seats regardless of whether single double or triple seat with only one foot on the floor. Fixations on the car side wall are not required.
  • the floor structure presented here allows in particular a dense against the ingress of liquids and dust structure.
  • the floor area in the passenger compartment can be configured continuously with a constant floor covering. Cover profiles or edges on the floor are not required in the seating area and therefore not visible.
  • the desired electrical wiring of the passenger seats can be installed underfloor in the one or more cable channels and passed over the seat to the passenger seat.
  • the cables for consumers and connections are thus completely covered.
  • the support member allows acoustic decoupling and a structure-borne noise decoupling of the floor, including its structures of Wagenkastenrohbau.
  • the floor structure thus elegantly solves a contradiction between a low-effort, variable rows of seats and a consistently flat, uniform and dense floor covering.
  • the support element proposed here can be used in particular in rail vehicle carriages with passenger compartments in local and regional passenger and commuter and high-speed traffic.
  • FIGS. 1 to 3 show various 2 and 3-dimensional views of a floor structure according to an embodiment.
  • FIG. 4 shows the attachment of a seat base to a support member according to an embodiment.
  • FIGS. 5 and 6 show sectional views of a fixed to a car body shell support member according to another embodiment.
  • FIG. 7 shows a floor structure according to an embodiment.
  • FIGS. 1 to 3 show a floor structure according to a first embodiment.
  • the car body shell 250 of the rail vehicle car can be made, for example, in integral aluminum construction.
  • the interior can be equipped as a wide-body car with different passenger classes.
  • the seating should be done as a row of seats with one seat, two seats or optional three seats left and right of a central aisle.
  • Optional tables can be equipped.
  • the floor structure described here allows a very flexible layout.
  • the floor structure 200 includes at least one support element 100 that extends in the longitudinal direction of a rail vehicle car. Longitudinal and transverse directions relate to the rail vehicle car, wherein the longitudinal direction of the support member 100 in the installed state coincides with the longitudinal direction of the rail car.
  • the carrier element 100 in this embodiment comprises three transversely spaced C-profiles 130, 132, which are here designed as C-rails with the slot open at the top.
  • the C-profiles 130, 132 form here the profile rails.
  • lug surfaces 115 are formed in the form of a step.
  • the approach surfaces 115 close as box-shaped hollow profiles in the manner of a flange in each case outwardly facing the outer C-profiles 132.
  • the support member 100 may be integrally formed from a plurality of suitably shaped hollow profiles to give the support member 100 the necessary stability, rigidity and strength. Typically, an aluminum extruded profile is used. In particular, it is desirable to ensure the strength in the transverse direction.
  • the individual hollow profiles have common side surfaces, which may also be inclined to accommodate loads and forward.
  • the support member 100 may be attached to the shoulder surfaces 115 forming hollow profile on the Wagenkastenrohbau 250. Since the hollow profiles of the shoulder surfaces 115 are located furthest away from each other when viewed in the transverse direction of the rail vehicle, a maximum load absorption in the transverse direction is thus made possible. In addition, the attachment is constructive in the immediate vicinity of the respective outer C-profiles 132, so that here is a direct load transfer is secured.
  • the car body shell 250 may have a formed as an aluminum extruded base plate having two opposite walls with internal cross bracing.
  • the bottom plate thus constitutes a support for the carrier element 100.
  • Integrally formed and inwardly facing C-holders 170 are preferably formed on the bottom plate.
  • two longitudinally arranged rows of C-holders 170 are provided. Their distance corresponds approximately to the lateral distance of the shoulder surfaces 115.
  • the C-holder 170 may be integrally formed on the bottom plate in the longitudinal direction.
  • each C-holder 170 rubber inserts 160 are inserted for decoupling. These rubber pads 160 constitute the elastic pads in this embodiment, and may be in the nature of in EP 1 112 206 B1 be described supporting elements formed. Also, the C-holder 170 can as in the EP 1 112 206 B1 The disclosure of the EP 1 112 206 B1 with respect to the design of the C-holder and rubber inserts is hereby added.
  • the rubber inserts 160 have receiving grooves, into which engage engaging webs of fastening elements 150, which are formed in the present embodiment is approximately H-shaped.
  • the fastening elements 150 comprise two webs 151 and 153 which are integrally connected to each other by transverse webs 152.
  • Stem 153 has rounded ends which are enclosed by the rubber inserts.
  • the outer contour of the rubber inserts 160 corresponds approximately to the inner contour of the C-holder 170, the latter having at an angle to each other standing side walls having facing each other, approximately concave inner surfaces. At these rubber inserts 160 supported, so that a fixation in the vertical and transverse directions is achieved.
  • the rubber inserts 160 and the fasteners 150 can be pushed from an open side of the C-holder 170 under pressure into this. Since the fastening elements 150 are detachably connected to the carrier element 100, first the fastening elements 150 are individually inserted into the C-holder together with the rubber inserts 160 for assembly, and subsequently the carrier element 100 is screwed to the fastening elements 150, for example. If a height compensation is required, intermediate layers 118 can be inserted, for example in the form of aluminum plates, between the fastening elements 150 and the carrier element 100.
  • the C-holders 170 can be arranged at intervals in the longitudinal direction of the rail vehicle. The distances between longitudinally adjacent C-holders 170 and their length in the longitudinal direction can be adjusted according to the loads to be absorbed. A carrier element 100 is thus fixed longitudinally to a plurality of C-holders 170. As a result of the fastening of the carrier element 100 described here, an acoustic and vibration decoupling of the structure in the bottom area of the car body shell is achieved.
  • spacers can be inserted between the fasteners used, which hold the fasteners 150 to each other at a distance.
  • the spacers may, for example, be clamped in the C-holder 170 formed as a continuous rail or be clamped between them in the longitudinal direction adjacent C-holders 170.
  • FIG. 2 shows the floor structure from a bottom, but the car body shell with C-holders for clarity is not shown.
  • the carrier element 100 shown further comprises two cable channels 120, which are spaced transversely through the central C-profile 130, for guiding the cabling, wherein current-carrying supply cables are guided separately from signal-carrying cables.
  • inner approach surfaces 134 are provided, which are used here for attachment of second floor panels 220.
  • the inner abutment surfaces 134 are flange-like attached to side walls of the outer C-profiles 132 and then go over into the side wall of the respective cable channel. This creates a step laterally of the outer C-profiles.
  • the inner shoulder surfaces 134 are set back relative to bearing surfaces 131 of the C-profiles 130, 132, but not as far as the outer shoulder surfaces 115th
  • the carrier element 100 can be seen in cross-section also referred to as W-shaped, wherein the two outer legs of the W are formed by the outer C-profiles 132 ,
  • the two outer C-profiles 132 may be about 20 cm to 30 cm apart in the transverse direction relative to their respective centerlines be distant. If larger transverse loads are expected, the distance can be adjusted accordingly.
  • the carrier element 100 is formed completely between the contact surfaces 115 forming hollow profiles as a hollow profile with stiffening inner walls.
  • the C-profiles 130, 132 are integrally formed. Overall, this results in a very rigid and stable support member 100th
  • sliding blocks 140 are inserted.
  • a sliding block 140 Per mounting a passenger seat, a sliding block 140 is used per C-profile, which has two internal threads.
  • the length of the sliding blocks 140 is adapted to the required strength and load bearing.
  • the sliding blocks 140 are inserted only in the outer C-profiles 140 and serve here for fixing a double seat.
  • an outer C-profile 132 and the middle C-profile 130 is used. The single seat is thus displaceable in the transverse direction by the distance between the middle C-profile 130 and outer C-profile 132.
  • first floor panels 210 On the outer approach surfaces 115 of the support member 100 are first floor panels 210. These are suitably fastened, eg glued or screwed. As in FIG. 3 As can be seen, the first floor panels 210 may be multi-layered. In this case, an edge layer or covering layer 211 is provided, which serves as a carrier layer and rests on the attachment surfaces 115, possibly with the interposition of a height compensation element or a damping element 117, for example a rubber pad.
  • the edge layer or cover layer 211 may be, for example, a birch plywood board. Below the edge layer or covering layer 211, spaced apart from the edge of the edge layer or covering layer 211, there are further layers, which may be insulating layers or integrated floor heating systems. Insulating layers 174 may also be attached to the underside of the support member 100.
  • the upper side of the outer layer or covering layer 211 may be covered with a floor covering 213.
  • the first floor panels 210 each have a longitudinally extending step 212 at their edges facing the support element 100, the depth of which corresponds approximately to the thickness of the second floor panels 220.
  • the second floorboards 220 which are thinner than the first floorboards 210, thus rest on the first floorboards 210 at this stage and close at the top flush with the first floor panels 210.
  • the second floor panels 220 may also be covered with a floor covering 223.
  • the second floor panels 220 are additionally on the support surfaces 131 of the C-profiles 130, 132.
  • the inner abutment surfaces 134 may be covered with a Velcro strip 135, the second floor panels 220 with appropriate, attached to the underside of the second floor panels 220 Velcro straps a secure fit.
  • the second floor panels 220 are protected from slipping sideways by the fixedly mounted first floor panels 210.
  • the second floor panels 220 can also be fixed on the carrier element 110 with clips which can be snapped into the C-rails.
  • the approach surfaces 134 may be occupied in this case with an elastic and a height compensation enabling edition 135.
  • the outer and inner abutment surfaces 115, 134 are disposed at different heights to account for the thickness difference.
  • the first floor panels 210 are covered with first surface portions 213 a of the floor covering 213.
  • the second floor panels 220 are covered with second surface portions 223a of the floor covering 213.
  • the edges of these surface portions 213a, 223a are butt-to-joint and are sealed and sealed together to form a continuous floor surface.
  • first floorboards 210 are chamfered on their edges in the transverse direction of the rail vehicle to easily cover each other.
  • a tongue and groove connection is possible.
  • a mutual overlap and support is achieved between all floor panels 210, 220, which allow a dirt and moisture-proof completion.
  • a sealing bond can be used.
  • Second floorboards 220 Portions between mounted passenger seats are covered with longitudinally cut second floorboards 220, leaving an area for securing the passenger seats free.
  • the fixed first and variable second floorboards 210, 220 are provided with a continuous plastic floor covering covered.
  • the floor covering of the second floor panels 220 is sealed against the floor covering of the first floor panels 210 and welded.
  • the entire floor area is divided into three longitudinal sections 710, 720, 730. This is for example in FIG. 7 recognizable. Seen in a cross-section, one of the first floor panels 720 sits between the support elements 700 shown only schematically here, which extend in the longitudinal direction of the rail vehicle car and define the left and right seat rows. The other two first floor panels 710, 730 are located between the left and right side wall 740 and the next closest support element 700. The first floor panels 710, 720, 730 are spaced from one another in the area of the support elements 700. The floor is formed there by the second Frußêtplatten 750.
  • FIG. 4 shows a section approximately along the line BB 'while FIG. 3 a section approximately along the line AA 'in FIG. 1 shows.
  • the foot mount 280 includes a support beam with support plate 281, which are connected by means of screw 284 with the sliding blocks 140 and so firmly clamps the support plate 281 on the upper support surface 131 of the C-profiles, here specifically the outer C-profiles 132.
  • the support plate 281 also sits on the middle C-profile 130.
  • a support bracket or support 282 Connected to the support plate 281 is a support bracket or support 282 which is supported by one or more ribs 283, for example four ribs, against the support plate 281. Dashed a panel 285 of the foot bracket 280 is shown.
  • the cladding 285 is seated on the first floor panels 210 and thus closes the exposed between the floor panels opening. Furthermore, the panel 285 also sits on the second floor panels 220 to close the opening there as well.
  • the welds between the first and second floor panels 210, 220 are cut open and, if necessary, the second floor panels 220 are removed. If only a revision is to be carried out, it is sufficient if only the panel 285 of the foot brackets 280 is removed. This provides access to the foot mount 280 and cabling. After changing the layout, new second floor panels 220 adapted to the possibly modified seat divider are used.
  • FIGS. 5 and 6 show an embodiment of a floor structure with support members 500, which have only two spaced apart C-profiles 530, between which a parallel to the C-profiles cable channel 520 is arranged.
  • First floor panels 510 are also based here on outer contact surfaces 515 of the support elements 500.
  • Second floor panels 520 are supported on the first floor panels 510, which are also provided with a step 512.
  • the carrier elements 500 may be sound-proofed to the car body shell as described above.
  • the floor structure comprises two spaced apart in the transverse direction of the rail vehicle, running in the longitudinal direction of the rail vehicle, and fixed to the car body shell of the rail vehicle support members to which the foot brackets of the unit units are attached, wherein at least one of the first floor panels is supported on both support elements from.
  • the carrier element or the carrier elements are fixed via elastic supports to carriers belonging to the car body shell for acoustic decoupling.
  • the foot brackets of the device units each have a support member fixed to the support member or to one of the support members, and a cover which surrounds the support bracket and is seated on the first and second floor panels.
  • the second floor panels are releasably secured to the support member or the support members.
  • the carrier element is in one piece, in particular it is an extruded profile.
  • the cable channel running between adjacent profiled rails and parallel thereto is open on one side.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Seats For Vehicles (AREA)
  • Connection Of Plates (AREA)
EP11181236.8A 2011-09-14 2011-09-14 Trägerelement zum Aufbau eines Fußbodens eines Schienenfahrzeugwagens, Fußboden eines Schienenfahrzeugwagens sowie Schienenfahrzeugwagen Active EP2570322B1 (de)

Priority Applications (6)

Application Number Priority Date Filing Date Title
EP11181236.8A EP2570322B1 (de) 2011-09-14 2011-09-14 Trägerelement zum Aufbau eines Fußbodens eines Schienenfahrzeugwagens, Fußboden eines Schienenfahrzeugwagens sowie Schienenfahrzeugwagen
PL11181236T PL2570322T3 (pl) 2011-09-14 2011-09-14 Element nośny do budowy podłogi wagonu pojazdu szynowego, struktura podłogi wagonu pojazdu szynowego oraz wagon pojazdu szynowego
KR1020120100369A KR101436824B1 (ko) 2011-09-14 2012-09-11 철도차량 캐리지의 바닥 구조체와, 이를 포함하는 철도차량 캐리지 및 철도차량의 바닥 구조체를 조립하는 방법
CN201210340416.9A CN102991514B (zh) 2011-09-14 2012-09-14 用于构建轨道车辆车厢地板的承载架元件、轨道车辆车厢的地板、和轨道车辆车厢
JP2012202701A JP5524302B2 (ja) 2011-09-14 2012-09-14 鉄道車両客車のフロアを構成するキャリヤ要素及び鉄道車両客車のフロア構造体並びに鉄道車両客車
BR102012023220-0A BR102012023220A2 (pt) 2011-09-14 2012-09-14 Elemento de suporte para construir um piso de um vagão ferroviário, piso de um vagão ferroviário e vagão ferroviário

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EP2570322A1 (de) 2013-03-20
JP5524302B2 (ja) 2014-06-18
CN102991514A (zh) 2013-03-27
JP2013060192A (ja) 2013-04-04
CN102991514B (zh) 2015-06-24
BR102012023220A2 (pt) 2013-10-29
KR20130029340A (ko) 2013-03-22
KR101436824B1 (ko) 2014-11-03
PL2570322T3 (pl) 2015-06-30

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