EP2621785B1 - Floor for a railway vehicle - Google Patents

Description

Technical area

The invention relates to a floor for a rail vehicle and a rail vehicle.

State of the art

The construction of rail vehicles today takes place virtually exclusively either aluminum or steel (or stainless steel). The common design is to build a base of long beams and cross members to which the side walls and end walls are attached.

• Die erforderliche Bauhöhe ist beträchtlich, typischerweise liegt die Bauhöhe von derzeit angefertigten Fußböden je nach Bauweise bei ca. 50mm oder deutlich mehr. Ebenso ist die Wärmedämmung dieser Fußböden nicht zufriedenstellend, besonders die durch die Auflagen entstehenden Wärmebrücken reduzieren die Wärmedämmung.

Ein wesentlicher Nachteil aller bekannten Fußbodenaufbauten von Schienenfahrzeugen ist, dass die Böden keinen Beitrag zur Festigkeit der Schienenfahrzeugstruktur liefern. Bekannte Fußböden aus Sandwichplatten, beispielsweise in EP 0579500 oder EP 0405889 offenbart, weisen Rand- bzw. Einlegeprofile auf, welche die beiden Deckschichten der Sandwichplatte kraftschlüssig verbinden. Diese Profile unterbrechen die Wärmedämmenden Eigenschaften solcher Platten und führen zu unerwünschten Wärmebrücken sowie zur Körperschalldurchkopplung.The shell of steel rail vehicles typically have a passenger compartment floor of cross members and trapezoidal sheet and require corresponding floor structures, which take this structure into account and compensate for the unevenness of this floor. However, aluminum shell structures have a substantially smooth, level interior floor. According to the prior art, floors for rail vehicles are constructed of panels (typically plywood or composite panels) which are connected (typically bolted) via local supports (spacer blocks or profiles) to the vehicle floor. These plywood panels are covered with a wear layer, which has the required properties, in particular wear resistance. The resulting from this construction cavities under the plywood boards are usually to improve the insulation with heat-insulating material (eg rock wool) filled. Such a floor construction has some disadvantages:

• The required height is considerable, typically the height of currently made floors is depending on the construction at about 50mm or significantly more. Likewise, the thermal insulation of these floors is not satisfactory, especially the thermal bridges resulting from the constraints reduce the thermal insulation.

A major disadvantage of all known floor structures of rail vehicles is that the floors do not contribute to the strength of the rail vehicle structure. Known floors made of sandwich panels, for example in EP 0579500 or EP 0405889 disclosed, have edge or insertion profiles, which connect the two outer layers of the sandwich plate frictionally. These profiles interrupt the thermal insulation properties of such panels and lead to undesirable thermal bridges as well as structure-borne noise.

The document US2002 / 0148382 A1 describes the features of the preamble of claim 1.

Presentation of the invention

The invention is therefore an object of the invention to provide a floor for a rail vehicle, which is easy, thin, highly insulating, easy to install and construct, moisture resistant and soundproofing and inexpensive and also increases the strength of the vehicle structure.

The object is achieved by a floor with the features of claim 1. Advantageous embodiments are the subject of the subordinate claims.

According to the basic idea of the invention, a floor is constructed for a rail vehicle, which consists of a layer of at least two layers of a wear layer and a support layer, wherein the support layer is made of metal and is designed to produce a permanent connection with bearing parts of the rail vehicle and the other Layers are connected exclusively via the support layer to the supporting parts of the rail vehicle.

As a result, the advantage can be achieved to be able to build a floor for rail vehicles, which acts as a supporting part of the car body. Due to the permanent connection of the base layer of the floor with bearing parts of the car body, for example, the long beam, the strength of the support layer supports the strength of the car body. Likewise, the wear layer and optionally provided intermediate layers contribute to the strength of the car body.

Furthermore, a floor according to the invention makes it possible to reduce the overall height of the floor. The support layer according to the invention replaces the conventional bottom layer of the rail vehicle (which is typically designed as a trapezoidal sheet in steel vehicles or as a flat sheet in aluminum vehicles).

The non-detachable connection of the metallic support layer of the floor with bearing parts of the rail vehicle by means of a welded joint. In this case, precautions must be taken to protect the usually heat-sensitive wear layer or intermediate layer. For example, at the edge of a floor according to the invention the Nutz-, or intermediate layer can be performed except and the resulting gap after completion of the welding work to be filled. By using a suitable intermediate layer and connection of base layer with intermediate layer can be welded to the finished floor, without causing the heat input large-scale destruction in the intermediate layer and in the connection.

According to the invention, the floor has a connection between the supporting layer of metal and bearing parts of the rail vehicle (the car body). The further layers of the floor (intermediate layer, wear layer) are connected exclusively to the base layer. There is no introduction of force into these layers directly from supporting parts of the vehicle. Likewise, the floor according to the invention is free of inserts such as edge profiles, reinforcement profiles, etc.

The floor according to the invention is typically prefabricated in the size suitable for the respective rail vehicle, so that the work for installing the floor is reduced to essentially the joining (welding) of the supporting layer of the floor to bearing parts of the rail vehicle. It is particularly advantageous to carry out the floor in one piece, so that the rail vehicle can be provided by means of a single mounting operation with a floor. This eliminates all connection and interface between individual floor panels, which represent a potential entry point for moisture in conventional construction and therefore must be closed.

An embodiment of the invention provides to provide an intermediate layer between the metallic support layer and the wear layer, which preferably has heat-insulating properties. All materials commonly used in rail vehicle construction can be used.

In particular, it is advantageous to use a material with cork content for the intermediate layer or the wear layer. Cork naturally has an extreme moisture resistance and is therefore particularly suitable for this use. Furthermore, cork is highly thermally insulating and available in a variety of embodiments. Pure cork is suitable, for example, as a sound-insulating and heat-insulating intermediate layer, while resin-bonded cork granules are suitable as a wear-resistant wear layer.

Furthermore, it is advantageous to carry out the intermediate layer itself in a multi-layered manner, since in this way certain properties of this intermediate layer can be optimized. For example, the sound transmission can be improved by a multi-layered intermediate layer of materials of different densities.

The intermediate layer is typically carried out using corked materials having a thickness of 30mm to 70mm.

A further embodiment of the invention provides to provide the support layer with strength-promoting embossments, whereby pressure forces are absorbed improved on the floor.

Likewise, it is advantageous to provide a trapezoidal sheet (corrugated metal sheet) as the base layer, similar to the trapezoidal sheets which are used in steel vehicles as a base sheet.

It is advisable to connect the base layer of a floor according to the invention with the (arranged under the support layer) cross members of the car body. In this case, conditions are to be provided by which the forces acting on the floor forces are directed into the cross member. These pads are preferably made of plastic and glued to the cross members or the underside of the support layer.
With a suitable design of the connection point between the support layer and a cross member and a weld or other type of connection of these components can be provided.

Another important advantage is that no thermal bridges can arise and that no leveling work is required.

Furthermore, it is advantageous to carry out the wear layer of the usual, commonly used in rail vehicle flooring materials. Especially plastic (e.g., PVC) and rubber materials are particularly suitable for this use since they have a high abrasion resistance. It is particularly advantageous that a floor according to the invention has no cavities in which liquids could accumulate.

A preferred embodiment of the invention provides, in addition to the mentioned metallic support layer to provide a further metallic layer. This forms the further metallic layer a cover layer of a floor according to the invention and can either be used directly as a passenger compartment interior floor or covered with any flooring materials. Such an embodiment knows a particularly high
Wear resistance and damage resistance.

A further preferred embodiment of the invention provides to provide the wear layer with a formation (nose), which points away from the support layer. This, with built-in floor in the direction of the passenger compartment facing formation can prevent the ingress of liquids in the edge region of the floor and thus to the junction of the floor with the car body. Furthermore, this shape is suitable as a connection point to parts of the inner lining or to seals between the floor and the inner lining.

Another preferred embodiment of the invention provides for the use of carpet material as a wear layer. As a result, a higher-quality appearance of the floor according to the invention can be achieved, for example for first class wagons.
In a further development of the invention, the principle shown can also be used for rail vehicle components with similar requirements, such as roofs, side walls or end walls.

Brief description of the drawings

• Fig.1 einen Fußboden für Schienenfahrzeuge gemäß dem Stand der Technik.
• Fig.2 den Schichtaufbau eines erfindungsgemäßen Fußbodens für Schienenfahrzeuge - eingebaut.
• Fig.3 den Schichtaufbau eines erfindungsgemäßen Fußbodens für Schienenfahrzeuge.
• Fig.4 den Schichtaufbau eines erfindungsgemäßen Fußbodens für Schienenfahrzeuge mit einem Trapezblech.
• Fig.5 den Schichtaufbau eines erfindungsgemäßen Fußbodens für Schienenfahrzeuge mit einem Trapezblech - Variante.
• Fig.6 den Schichtaufbau eines erfindungsgemäßen Fußbodens für Schienenfahrzeuge mit einer Ausformung.

They show by way of example:

• Fig.1 a floor for rail vehicles according to the prior art.
• Fig.2 the layer structure of a floor according to the invention for rail vehicles - installed.
• Figure 3 the layer structure of a floor according to the invention for rail vehicles.
• Figure 4 the layer structure of a floor according to the invention for rail vehicles with a trapezoidal sheet metal.
• Figure 5 the layer structure of a floor according to the invention for rail vehicles with a trapezoidal sheet - variant.
• Figure 6 the layer structure of a floor according to the invention for rail vehicles with a molding.

Embodiment of the invention

Fig.1 shows by way of example and schematically a floor for rail vehicles according to the prior art. It is a section transverse to the longitudinal axis by a rail vehicle in the region of the connection between the cross members 8 and a side wall 9 shown. A long beam 7 (shown in section) extends over the entire length of the rail vehicle and is connected to a corresponding longitudinal beam on the opposite side of the rail vehicle by means of transverse beams 8, this composite forming a ladder-shaped grid structure, the so-called subframe. On the outer sides of the rail vehicle in each case a side wall 9 is provided, which is connected to the base. A bottom plate, which is formed as a trapezoidal sheet 11 and is connected to the cross members 8 and the long beams 7, forms the underside of the interior of the rail vehicle. Fig.1 represents the embodiment of a steel vehicle, in aluminum vehicles flat sheets or floor panels of integral profiles are used. On this trapezoidal sheet 11, a floor is constructed according to the prior art, which is composed of a plurality of floor panels 10. These floor panels 10 are usually made as a multi-layer structure of different materials, including wood, honeycomb structures, cork and plastic (very often) are used. The floor panels 10 are connected to the trapezoidal sheet 11 by means of supports 5, glued in general. To improve the heat-insulating properties, an insulation 12 can be introduced into the resulting by the trapezoidal sheet 11 cavities.

Fig.2 shows by way of example and schematically the layer structure of a floor according to the invention for rail vehicles in the installed state. It is the rail vehicle Fig. 1 illustrated, but with an inventive floor 1 is provided. In the exemplary embodiment shown, the floor 1 comprises a wear layer 2, an intermediate layer 3 arranged underneath, and a metallic support layer 4 arranged below the intermediate layer 3. These layers are firmly connected to one another, for example by means of an adhesive bond. The metallic base layer 4 of the floor 1 is connected by means of a weld 6 with supporting parts of the rail vehicle inextricably. In the in Fig.2 shown section of the rail vehicle, the weld 6 connects the long beam 7 with the metallic support layer 4, in other areas of the rail vehicle, for example in the front area, the metallic support layer 4 is to be connected to other parts of the rail vehicle. The floor 1 is spaced in shown embodiment by means of supports 5 of the cross members 8 and directs pressure forces on these supports 5 in the cross member 8 a. These supports 5 connect the metallic support layer 4 with the cross members 8 by means of, for example, an adhesive connection.

Figure 3 shows by way of example and schematically the layer structure of a floor according to the invention for rail vehicles. It is the layer structure of the floor 1 Fig.2 shown. The wear layer 1 and the intermediate layer 3 are taken back relative to the support layer 4 at the edges, whereby the weldability of the floor 1 is promoted, since the risk of destruction for the wear layer 1 and the intermediate layer 3 is thus reduced.

Figure 4 shows by way of example and schematically the layer structure of a floor according to the invention for rail vehicles with a trapezoidal sheet (corrugated metal sheet). It is shown the layer structure of a floor 1, wherein as a metallic support layer 4, a trapezoidal sheet (corrugated metal sheet) is inserted. Instead of a trapezoidal sheet and the use of an embossed sheet as the support layer 4 is advantageous because such a way the mechanical strength of a floor 1 can be further increased.

Figure 5 shows by way of example and schematically the layer structure of a floor according to the invention for rail vehicles with a trapezoidal sheet (corrugated metal sheet). It is the layer construction Figure 6 illustrated, wherein the intermediate layer 3 also fills the valleys of the running as a trapezoidal sheet support layer 4.

Figure 6 shows by way of example and schematically the layer structure of a floor according to the invention for rail vehicles with a molding. It is the embodiment of Fig.2 shown, wherein the wear layer 2 has a formation 13, which extends in the direction of the vehicle interior, ie facing away from the support layer. An interior fitting 14, eg a wall cladding, projects farther into the passenger compartment than the recess 13 of the wear layer 2. In this way, this overlap provides moisture protection, in particular for the weld 6 and the exposed circumferential surface of the intermediate layer 3. This effect can be achieved by inserting a seal on the Overlap point can be further increased.

List of terms

1

floor

2

wear layer

3

interlayer

4

base course

5

edition

6

Weld

7

sills

8th

crossbeam

9

Side wall

10

conventional floorboard

11

trapezoidal sheet

12

insulation

13

formation

14

Interior Partly

Claims (11)

1. Floor (1) for a railway vehicle, consisting of at least one two-layer structure comprising a top layer (2) and a base layer (4), characterised in that the base layer (4) is manufactured from metal and is designed to produce a non-detachable welded connection with supporting parts (7) of the rail vehicle and the top layer (2) is exclusively connected to the base layer.
2. Floor (1) for a rail vehicle according to claim 1, characterised in that at least one intermediate layer (3) is provided between the top layer (2) and the base layer (4).
3. Floor (1) for a rail vehicle according to one of claims 1 or 2, characterised in that the intermediate layer (3) is heat-insulating and/or sound-absorbing.
4. Floor (1) for a rail vehicle according to one of claims 1 to 3, characterised in that the top layer (2), the base layer (4) and the intermediate layer (3) are non-detachably connected.
5. Floor (1) for a rail vehicle according to one of claims 1 to 4, characterised in that the base layer (4) has stability-increasing embossings.
6. Floor (1) for a rail vehicle according to one of claims 1 to 4, characterised in that the base layer (4) is embodied as a corrugated sheet.
7. Floor (1) for a rail vehicle according to one of claims 1 to 6, characterised in that the top layer (2) or the intermediate layer (3) is manufactured from a material with a proportion of cork.
8. Floor (1) for a rail vehicle according to one of claims 1 to 7, characterised in that the intermediate layer (3) has a multi-layered structure, wherein these layers each have different densities.
9. Floor (1) for a rail vehicle according to one of claims 1 to 8, characterised in that on its periphery the top layer (2) has a moulding (13) pointing away from the base layer (4).
10. Floor (1) for a rail vehicle according to one of claims 1 to 9, characterised in that the floor (1) is embodied in one piece.
11. Rail vehicle, characterised in that at least one supporting part (7) of the rail vehicle is embodied for a non-detachable connection with a floor (1) according to one of claims 1 to 10.

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