EP2763880B1 - Rail vehicle having a sound-insulated and vibration-insulated room-within-a-room cab - Google Patents

Description

The invention relates to a rail vehicle with a room-in-space cabin with improved sound and vibration isolation.

Modern trains, especially high-speed trains, must meet high standards of ride comfort, including the lowest possible noise level in the interior. Often, passenger areas in the end cars are placed directly behind the driver's cab above the bogies equipped with drive components. In addition, it comes at very high speeds to aeroacoustic suggestions. As a result, the requirement for good sound insulation is particularly evident.

In the prior art, various measures are described how the noise level in the passenger compartment of a rail vehicle can be reduced.

One measure used hitherto is to line the space between the floor of a compartment and the car body with sound-absorbing material, for example mineral wool, in order to reduce the sound input through the floor. Furthermore, the space between the inner side wall of a compartment and the car body side wall is lined with sound-absorbing material. Furthermore, it is possible to realize the sound insulation by using heavy inner floors and the use of damping pads on the car body shell.

The WO 01/05640 discloses a connecting element for connecting a wall and an extension part of a car body, which has a rubber-elastic support member. In addition to the suspension properties, noise-absorbing properties of the support part are also utilized, whereby a low introduction of structure-borne noise into the interior of the car body of a vehicle is to be provided.

The generic US 2,925,050 discloses a railway vehicle with a sound and vibration isolated cabin, a car body comprising a carbody floor, car body side walls and a car body cover, and a car body enclosed cabin, cabin side walls a car ceiling, and a floor pan comprising a bottom part and side parts. The Cab is mounted on one or more, arranged between the floor pan and the car body floor spring elements.

• einen Wagenkastenboden,
• Wagenkastenseitenwände und
• eine Wagenkastendecke, und

einer vom Wagenkasten umschlossenen Kabine, aufweisend

• Kabinenseitenwände
• eine Kabinendecke, und
• eine Bodenwanne, aufweisend ein Bodenteil und Seitenteile

wobei die Kabine auf einem oder mehreren, zwischen der Bodenwanne und dem Wagenkastenboden angeordneten Federelementen gelagert ist,
und wobei die Bodenwanne starr ist.
Das Fahrzeug weist einen Raum-in-Raum-Aufbau auf. Die Kabine ist als eigenständiger Raum innerhalb des Wagenkastens angeordnet. Der Begriff "Kabine" bezeichnet einen Raum im Inneren eines Schienenfahrzeugs, vorzugsweise zum Aufenthalt von Personen. Umfasst von dem Begriff "Kabine" sind, ohne Beschränkung, Fahrerkabinen, Passagierabteile, Großraumkabinen, etc. Beispiele für Schienenfahrzeuge sind, ohne Beschränkung, Waggons, Lokomotiven und Triebwagen.The DE-PS-719 496 in conjunction with the main patent 694 052 discloses a rail vehicle having a cabin having a floor pan composed of various parts, the cabin being mounted on spring elements disposed between the floor pan and the car body.
However, these known solutions for reducing the sound level in passenger spaces are considered to be insufficient for modern rail vehicles, especially high-speed trains, since a very strong sound and vibration entry occurs in the vehicle interior especially in the bogie.
The invention was therefore based on the object to provide a rail vehicle having an improved sound and vibration isolation. In particular, the sound entry and vibration entry should be reduced in a passenger cabin from the bottom, for example on the bogies.
For this purpose, the invention proposes a rail vehicle with the features of claim 1. Advantageous specific embodiments are specified in the subclaims. The present invention relates to a rail vehicle with sound and vibration isolated cabin, with
a carbody, having

• a carbody floor,
• Cart body side walls and
• a wagon deck, and

a cabin enclosed by the car body, comprising

• Cabin side walls
• a cabin ceiling, and
• a floor pan, comprising a bottom part and side parts

wherein the cabin is mounted on one or more spring elements arranged between the floor pan and the body floor,
and wherein the floor pan is rigid.
The vehicle has a space-in-space structure. The cabin is arranged as a separate space within the car body. The term "cabin" refers to a space inside a rail vehicle, preferably for the stay of persons. Included in the term "cabin" are, without limitation, driver's cabs, Passenger compartments, open-plan cabins, etc. Examples of rail vehicles are, without limitation, wagons, locomotives and railcars.

According to the basic idea of the invention, the lower portion of the cabin is formed by a rigid floor pan, which is mounted on spring elements, wherein the spring elements are arranged on the car body floor and the floor pan is mounted on the spring elements. The cabin side walls connect directly or indirectly, for example via fasteners, to the floor pan and continue the cabin upwards. The spring elements absorb the weight of the floor pan and most of the weight of the cabin.

The floor pan is stiff or substantially rigid, meaning that under load it shows no or minimal warping or twisting.

The floor pan is preferably also self-supporting in a specific embodiment.

beginnt.The bottom pan has a relatively high mass compared to, for example, the sidewalls, which increases its inertia and reduces its natural frequency while maintaining rigidity. Due to an increased mass and thus reduced natural frequency of the floor pan, the vibration isolation broadband, since the insulation from a frequency f of $$\mathrm{f}={\left(2\right)}^{1/2_{*}}\mathrm{natural\; frequency}$$

starts.

The natural frequency of the well is preferably in the range of 20-100 Hz, more preferably 20-50 Hz and most preferably 20-30 Hz, the natural frequency under base load, i. without passengers in the cabin, meaning.

The mass of the floor pan and the static base load (without passengers staying in the cabin) can, for example, be increased by arranging, for example, support elements, air ducts, storage cabinets and / or electrical operating elements in the side parts of the floor pan. Carrier elements and air channels may e.g. Made of metal. In addition, or instead, the mass of the floor pan may be increased by having the bottom part of the tub comprise a plurality of layers of solid material, e.g. Layers of wood, in particular plywood, or metal. Finally, the mass of the floor pan can also be increased by arranging interior furnishings on the floor part on the cabin side, such as, for example, chairs and / or tables.

The rigid floor pan is decoupled in the enclosed space of the car body and has no rigid connection to the floor, walls and ceilings of the car body. The cabin is mounted on spring elements. As mentioned, the tub is in itself supporting. The spring elements cause a sound and vibration isolation of the cabin, especially in the area of the floor pan, and especially in the area of the floor.

The load of the cabin side walls rests at least partially, preferably predominantly, on the floor pan. As a result, static load of the cabin side walls in the vertical direction via the spring elements on which rests the floor pan, be dissipated.

The spring elements also have damping properties in one embodiment, so that they are at the same time spring and damping elements. In other words, in one embodiment, the spring elements are also damped. Vapor properties of the spring elements depend on the choice of material, for example on the type of plastic, when the spring elements are made of plastic.

An attenuation causes an increase in the resonant frequency of the bottom pan is avoided or at least limited when an excitation in the region of the resonant frequency occurs.

In one embodiment, additional damper elements are disposed between the floor pan and the carbody floor. In this embodiment, the cab is supported on one or more spring elements disposed between the floor pan and the body floor and one or more damper elements disposed between the floor pan and the body floor. The spring elements and the damper elements in this embodiment are mutually different, preferably spatially separated elements.

In a special variant of the invention, the spring elements, and if present the additional damping elements, are arranged exclusively between the bottom part of the floor pan and the body floor, so that only the bottom part of the floor trough rests on spring elements.

The side panels of the floor pan, in one embodiment, have one or more acoustically decoupled connections to their adjacent carbody sidewalls. The compounds may have elastic connecting elements, which are made of rubber, for example.

The side parts of the floor pan have in a further, specific embodiment, no connection to their adjacent car body side walls, in particular no attachment to adjacent car body side walls. Optionally existing stop elements, as described below, which are preferably non-contact, are not a connection. Thus, the side parts of the floor pan preferably have no connection to the surrounding car body. By avoiding connection between the side parts of the floor pan and the respectively adjacent car body side walls, the lower area of the car is particularly well sound and vibration isolated and the sound entry into the lower area of the cabin, e.g. by sound from the bogies, even better reduced.

The term "no connection" means, in particular, that there are no fastening elements, connecting elements or connecting components that could transmit vibrations or sound. In particular, there are no rigid or elastic fastening elements or connecting elements that are able to transmit vibrations or sound. In the space between the lower portion of a cabin side wall and an adjacent car body side wall but, if desired, a non-vibration transmitting, preferably loosely packed insulation material may be arranged, such as mineral wool.

In a specific embodiment, the floor pan is mounted floating to the car body floor. A floating bearing means that the bottom part of the floor pan and the body floor are not firmly connected to each other, neither via the spring elements nor through other connections. Thus, the bottom pan is theoretically displaceable relative to the carbody floor in each horizontal spatial direction. A shift is but on the one hand virtually prevented by the weight of the floor pan and the cabin, frictional forces between the floor pan and the spring elements and the car body floor. In addition, stop elements may be present, which prevent a displacement of the cabin.

The floating storage can be carried out in various ways. The spring elements, for example of elastomeric material, can be fixed to the bottom part of the floor pan or on the car body floor, for example by screwing or gluing. By contrast, the bottom pan, in particular the bottom part, not fixed to the spring elements. In a further variant, it is also conceivable to arrange the spring elements without any fixing between the bottom part of the floor pan and the car body floor. The spring elements are then held in place by the overlying weight of the tub.

In one embodiment of the invention, the cabin has no openings to a gap, which is located between the cabin and the surrounding car body, whereby the sound insulation is further improved. In the region of the windows, which are arranged in the car body, the cabin side wall, for example, projections to the outside, in the direction of the solid, and the edges of the projections are fixed to the wall of the car body or the window frame. In other areas, seals may be present.

Between the side wall of the floor pan and the car body side wall so-called stop elements can be arranged. The stop elements cause a support of the floor pan in the x and y direction, in particular with lateral forces and forces in the vehicle longitudinal direction. The x-direction is the direction of the longitudinal axis of the carriage and the y-direction is the direction transverse thereto, to the side of the carriage. The Z direction is upwards. Preferably, said stop elements are arranged at the level of the upper edge of the side wall of the floor pan. The stop elements may for example be designed as opposite each other in the longitudinal direction of the car straps, with a first tab attached to the car body side wall and a second tab on the side wall of the bottom pan, in particular at the level of the upper edge of the side wall. The stop elements, in particular the tabs, are preferably arranged so that they only touch each other (strike) when the bottom pan is moved over a certain distance relative to the car body, for example during braking of the car, and that they are otherwise non-contact. In order to damp the abutment against each other, an elastic material may be provided between the tabs, which is attached to one of the tabs.

A rigid, self-supporting tub can be made by any rigid assembly of a bottom part and side parts. A joint connection can be made by all commonly used in rail vehicle joining techniques, but in particular by screws or welding. Alternatively, the tub can also be made in one piece. According to the invention form the bottom part and at least the said side parts in a rigid tub. In the rigid, self-supporting construction but may also be included parts of the cabin side walls.

By the bottom part is meant the lower, horizontally or substantially horizontally extending portion of the floor pan. The bottom part can be made up of several layers. As materials for the bottom part or the various layers of the bottom part preferably metal, wood, such as plywood, and / or plastics are used. Individual layers can be glued together. In particular, sound-insulating materials may be arranged between layers of wood, e.g. porous or non-porous plastics, cork, or mixtures thereof. As the last layer towards the interior, a carpet or a plastic covering is preferably applied to the bottom part. Thus, the bottom part in the direction of the inside of the cabin forms the cabin floor.

The side parts of the floor pan extend upwards both in the longitudinal direction of the cabin and from the bottom part. They can also be referred to as side walls of the tub. The side parts start, for example, at the running in the vehicle longitudinal direction edges of the bottom part. The side parts of the floor pan preferably extend as far as the lower edge of the car window. The side portions of the floor pan, respectively, starting from the bottom portion, preferably occupy up to 25% of the maximum interior height of the entire cabin, more preferably up to 30%, even more preferably up to 35% and most preferably up to 40%.

In one embodiment, the side parts of the floor pan on carrier elements. The support elements give the side panels a rigid and self-supporting structure. In a special embodiment, the side parts have carrier elements which extend from bottom to top. Furthermore, the side parts may also have cross member elements which extend in Wagenkastenlängsrichtung. In particular, the side parts may have a self-supporting skeleton structure of carrier elements. At least some of the support elements of a skeleton structure are preferably connected to each other. In particular, support elements that run from top to bottom may be connected to carrier elements which extend in the longitudinal direction.

The carrier elements can be all types of carriers. An example are profile beams, preferably made of metal. Such a rigid and self-supporting structure can be covered at least in the direction of the interior with cladding elements, such as screens.

In a specific embodiment, at least a part of the carrier elements are at the same time air channel elements. In this embodiment, at least a part of the support elements has a dual function as a supporting element and as an air channel for the ventilation system of the cabin. Air duct elements form part of the ventilation system of the cabin and form part of an air duct for introducing air into the cabin.

Carrier elements, which are at the same time air duct elements, have a cavity in the interior with two openings, wherein first opening may be provided as an inlet opening for air and another opening as an outlet opening for air. The air channel element is preferably tubular, so that the cavity in the air channel element is a tube. The tube may have any, even within an air duct element changing cross-sections. The cross section may be, for example, round, oval or polygonal, for example rectangular. The air duct element may be bent, wherein the bend is preferably adapted to the contour of the car body. The air channel elements may have at their ends a flange for connection to other components. Preferably, air channel elements, in particular tubular, made of metal. The air channel elements preferably extend from bottom to top, from a lower end of the side part of the bottom trough to an upper end of the side part. Air channel elements with a tubular cavity have a high rigidity, whereby they are particularly suitable as load-bearing elements. Furthermore, air duct elements may contribute to reducing the natural frequency of the floor pan by their mass, especially if they are made of metal. Along the side parts of the floor pan, a plurality of air duct elements are preferably arranged parallel to one another.

At the bottom, the above-described air duct elements may be connected to a hollow profile carrier running in the vehicle longitudinal direction, which may have air outlet openings, so that air conducted through the air duct elements enters the hollow profile carrier and out of the air outlet openings in the direction of the interior is directed. The hollow profile carrier forms in this embodiment, the lower edge of the side parts of the tub and is placed on the bottom part of the tub. He thus forms a side member of the side part of the floor pan. On the upper side, a plate can be placed on the air duct elements and any other carrier present, which has air passage openings where the air duct elements are attached. At this openings further air channel elements can connect in the cabin side walls. The plate can form the upper end of a side part of the floor pan. The plate can protrude into the interior of the cabin and, for example, form the function of a shelf or sill for windows provided above in the cabin side walls. The plate can also be a longitudinal member of the side part of the floor pan.

Furthermore, operating devices for passengers, for example control devices for air conditioners, cabinets and / or storage compartments, may be provided in the side parts of the floor trays.

The side parts of the floor pan, in particular the advantageous embodiments described above, preferably have a greater thickness, i. a greater extent transverse to the vehicle longitudinal direction, on than the adjoining the side panels side walls. This is particularly the case when the side parts have a rigid, self-supporting structure of support elements, and especially when air duct elements are included. In particular, the side parts of the trough can protrude into the interior of the cabin, wherein the upper edge or the upper side of the side parts can form the function of a shelf or window sill.

Due to the resilient mounting of the trough on spring elements, the trough is deflected under static load, for example, by passengers in the cabin, down, the spring elements are compressed. Due to a high static base load, due to the mass of the floor pan (without passengers), results in a small additional compression of the spring elements at maximum load by passengers. In other words, the mass of the floor pan significantly exceeds the mass of passengers on the floor pan.

The cabin side walls arranged above the floor pan can be flexibly connected to the floor pan, as will be described below, so that upper Areas of the cabin side wall under load are not deflected equally as the floor pan.

In a rail vehicle, a plurality of the above-described bottom troughs can be arranged, which are preferably connected to one another by elastic connections.

Connections of the floor pan, in particular the bottom part of the floor pan to other floor sections, such as floors in the cab or in other car areas, or connections to partitions are preferably elastic or executed with intermediate columns to the bottom pan, in particular the bottom part of the tub, effective from to decouple other floor sections.

The cabin side walls may be constructed of several elements. Cabin side wall elements, which are arranged in the region of the windows, are preferably stationary there, and in particular not arranged to be displaceable upwards or downwards. The cabin sidewalls attach to the upper edge of the side part of the floor pan. In the case of a multi-part cabin side wall, in particular, the part of the cabin sidewall, which includes the window cutouts, attaches to the upper edge of the side part of the trough.

The cabin side walls arranged above the floor pan can be connected via suspension elements to their respectively adjacent car body side wall. The suspension elements may, for example, be arranged above the windows and / or in the region of window columns. The suspension elements are preferably elastically movable and serve to fasten the side wall or, in the case of a multi-part side wall, the attachment of side wall elements, including possibly existing luggage racks. They thus allow an elastic movement of the cabin side wall relative to the adjacent car body side wall.

The spring elements for supporting and supporting the floor pan can be, for example, air springs, gas springs, elastomer springs. In a preferred embodiment, elastomeric springs, referred to below as "elastic elements" are used. Elastic elements can have a wide variety of shapes, For example, the elements may be circular, rectangular or strip-shaped. For example, the elastic elements have a strip shape. For example, they may be aligned along the longitudinal axis of the carriage (x-axis) or along the y-axis or at an angle to it. The distance between the strips may be, for example, in the range of 200 to 600 mm. The space between the strips may be lined with an insulating material, such as mineral wool, such as glass or rockwool, a plastic foam, damp-proofing materials, or a combination thereof. The strips can be attached to the body floor with an adhesive. Particularly suitable materials for the elastic elements are elastomeric plastics. Examples include natural rubber, synthetic rubber, polyurethane, polyether urethane, silicone rubber, with cellular / porous materials being particularly suitable. Most preferred materials are sold under the trade names Sylodyn®, SylodynNB® and Sylomer®, for example, from Getzner.

In a preferred variant, the elastic elements also have damping properties, that is to say they are preferably also simultaneously damper elements.

The elastic members preferably combine the properties of static stiffness and dynamic flexibility. If low-frequency resonance phenomena are to be reduced, high damping of the elastic elements is advantageous, in particular for reducing low-frequency vibrations.

• Kriechverhalten/eine maximale Dickenreduktion von 5 % über die Zeit, vorzugsweise über einen Zeitraum von 10 Jahren,
• maximal 2 mm, vorzugsweise maximal 1 mm, Einfederung bei einer andauernden Belastung von bis zu 80 kg/m²,
• maximal 2 mm, vorzugsweise maximal 1 mm, Einfederung bei einer kurzzeitigen Belastung von bis zu 320 kg/m²
• Widerstand gegen Erschütterungen von 3g in X-Richtung (Längs), 1g in Y-Richtung (Quer), 3g in Z-Richtung (nach oben oder unten)

It is preferred to design elastic elements for the following properties, wherein one or more of the properties may be present:

• Creep behavior / maximum thickness reduction of 5% over time, preferably over a period of 10 years,
• maximum 2 mm, preferably maximum 1 mm, deflection at a continuous load of up to 80 kg / m ² ,
• a maximum of 2 mm, preferably a maximum of 1 mm, deflection with a short-term load of up to 320 kg / m ²
• Resistance to vibrations of 3g in the X-direction (longitudinal), 1g in the Y-direction (transverse), 3g in the Z-direction (up or down)

In a specific embodiment, two different elastic materials, hereinafter referred to as first and second elastic material, are used. Here, the first elastic material exclusively, or predominantly, resilient properties and the second elastic material exclusively, or predominantly damping properties.

The cabin side walls and the floor pan may be connected to each other via an elastic connection. In other words, each cabin side wall may be connected via a resilient connection to the side parts of the floor pan. The cabin side wall sets at the upper edge of the side part of the floor pan, wherein between the lower edge of the cabin side wall and the upper edge of the bottom pan, the elastic connection is arranged. In the case of a multi-part side wall, in particular, the side wall part is connected via an elastic connection with the bottom pan, which includes the window cutouts.

The elastic connection can be carried out in various ways. For example, it may be a joint or sealing strip made of elastic material, or connecting pieces or connecting angle with rubber-elastic elements or the like. The elastic connection may also be an elastic strip or a resilient profile, which may have a sealing function.

In yet another embodiment of the invention, the body floor has a carriage-inside horizontal plate, a horizontal carriage plate outside the carriage and cross struts connecting the two horizontal plates. Further, in this embodiment, the elastic members are disposed on the carriage inner plate through joints of the cross braces to the carriage inner plate. The described structure of a carbody floor can be formed for example by a profile element, such as an extruded profile, or several composite profile elements with inner cross struts. In particular, it is preferable in this embodiment to use first elastic elements in strip form, which are arranged above the junctions of transverse struts in the vehicle longitudinal direction (x-direction). Usually, the transverse struts described are aligned in the vehicle longitudinal direction, so that the cross struts and the strip-shaped elastic elements have the same course and are substantially superimposed, separated from the carriage inner plate. In this embodiment, the elastic elements arranged at particularly rigid locations of the car body floor and one achieves a particularly effective elastic decoupling between car body floor and cabin floor.

• in einem Wagenkasten, aufweisend einen Wagenkastenboden, Wagenkastenseitenwände und eine Wagenkastendecke, eine Kabine angeordnet wird, die vom Wagenkasten umschlossen ist und die Kabinenseitenwände eine Kabinendecke, und eine starre Bodenwanne aufweist,
• die Kabine auf einem oder mehreren, zwischen der Bodenwanne und dem Wagenkastenboden angeordneten Federelementen gelagert wird.

The invention also relates to a method for sound and vibration isolation of a car of a rail vehicle, in which

• in a car body comprising a carbody floor, car body side walls and a car body cover, a car is arranged, which is enclosed by the car body and the cabin side walls has a car ceiling, and a rigid floor pan,
• the cabin is supported on one or more spring elements arranged between the floor pan and the body floor.

For the method, reference is made to all previously disclosed objects, including all previously described embodiments of a rail vehicle and a floor pan, so that the method can be combined in particular with the objects described above.

Finally, the present invention also relates to a rail vehicle composite, for example a train having one or more rail vehicles as described above.

Fig. 1

einen Schnitt durch ein Schienenfahrzeug und ein Schnitt durch die Kabine im Bereich der Fensteröffnungen

Fig. 2

einen Schnitt durch ein Schienenfahrzeug und ein Schnitt durch die Kabine zwischen den Fensteröffnungen

Fig. 3

einen Wagenkastenboden mit darauf positionierten elastischen Elementen;

Fig. 4a - 4d

den Zusammenbau von Wagenkastenboden, elastischen Elementen und Bodenteil der Bodenwanne,

Fig. 5

eine Detailansicht eines Wagenkastenbodens, eines elastischen Elements und eines Bodenteils der Bodenwanne,

Fig. 6a-c

Ansichten des Seitenteils der Bodenwanne aus verschiedenen Perspektiven, und mit aufgesetzter Kabinenseitenwand (6c).

Fig. 7a, 7b

Detailansichten der Verbindung zwischen den Seitenteilen der Bodenwanne und der Seitenwand

The invention will be described below with reference to exemplary embodiments. Show it:

Fig. 1

a section through a rail vehicle and a section through the cabin in the window openings

Fig. 2

a section through a rail vehicle and a section through the cabin between the window openings

Fig. 3

a carbody floor with elastic elements positioned thereon;

Fig. 4a - 4d

the assembly of body floor, elastic elements and bottom part of the floor pan,

Fig. 5

a detailed view of a car body floor, an elastic element and a bottom part of the floor pan,

Fig. 6a-c

Views of the side part of the floor pan from different perspectives, and with attached cabin sidewall (6c).

Fig. 7a, 7b

Detailed views of the connection between the side panels of the floor pan and the side wall

The Fig. 1 shows a section across a rail vehicle vertical to the vehicle longitudinal axis (x-axis) with a space-in-space concept according to the present invention, in which a car 1 is enclosed by a car body 2. The car body 2 is composed of a car body floor 3, car body side walls 4a, 4b and a car body cover 5. The Fig. 1 also shows a section through window panes 13a, 13b in the car body. The cabin 1 is composed of a floor pan 6, cabin side walls 8a, 8b and a cabin ceiling 9. The side walls 8a and 8b are each composed of a plurality of elements. The side walls 8a, 8b go in the areas above the windows in the ceiling 9 on. The side walls 8a, 8b and the ceiling 9 are connected to the car body 2 via retaining profiles 30 and supports 32, 33. The beams 32, 33 are connected to the car body via elastic suspension members (not shown). In the region of the windows 13a, 13b, which are arranged in the car body 2, the cabin side walls 8a, 8b respectively have projections outwards, in the direction of the windows, and the edges of the projections are fastened to the window frame

The floor pan 6 has a bottom part 7 and side parts 11, 12. Between the car body floor 3 and the bottom part 7 are spring elements 10, in the form of elastic, along the vehicle longitudinal axis extending strips arranged, on which the trough 6, supported by the bottom part 7, and is resiliently mounted. The side walls 8a and 8b attach to the side parts 11, 12 of the floor pan 6 and continue the cabin upwards.

The spring elements 10 are arranged exclusively between the bottom part 7 of the floor pan 6 and the car body floor 3. Between the side part 11 and the car body wall 4a and between the side part 12 and the car body wall 4b is in each case a cavity. It can be filled with an insulating material, such as mineral wool. The side parts 11, 12 extend almost to the lower edge of the carriage window 13a and 13b.

Between the side part 11 of the bottom pan 6 and the car body side wall 4a a part 34 of an acoustically decoupled connection is arranged, and between the side part 12 of the bottom pan 6 and the car body side wall 4b, a part 35 of an acoustically decoupled connection is arranged. The parts 34, 35 cause a support of the floor pan, especially at forces in the vehicle longitudinal direction (X direction), if the floor pan 6 would move, for example, by a strong braking in the direction of the viewer or against the viewing direction of the viewer. The parts 34, 35 are arranged at the level of the upper edges of the side parts 11, 12 of the bottom tray 6. The parts 34, 35 are designed here as metal tabs which are attached to the side walls 4a and 4b. The side parts 11 and 12 are coupled via rubber elements (not shown), which form the actual acoustically decoupled connection, to the tabs 34, 35.

In the Fig. 2 is a section through the cabin shown between the window openings, wherein like reference numerals refer to the same elements as in the Fig. 1 , Since the window openings are not shown, a continuous structure of the cabin side walls 8a and 8b can be seen and it can be clearly seen that the cabin side walls 8a, 8b join the side parts 11, 12 of the floor pan and continue the cabin upwards.

The Fig. 3 shows a detailed view of a car body floor 3, which is composed of a carriage-internal horizontal plate 20, a cart outer horizontal plate 21 and the two plates connecting crossbars 22. Furthermore, in the Fig. 3 Angle profiles 24 shown forming the transition from the body floor 3 to the (not shown) car body side walls. The body floor 3 is composed of a plurality of extruded profile elements, which are joined together at the connection points V. Spring elements, in this case elastic elements 10 made of elastomer, are on the carriage-inner horizontal plate 20 of the car body floor. 3 appropriate. The attachment takes place via connection points S, at which transverse struts 22 are connected to the carriage-inner horizontal plate 20.

In the Fig. 4a to 4d is the assembly of a pan bottom on a car body floor and shown on elastic elements. In the Fig. 4a were stiff elastic elements 10 in the vehicle longitudinal direction in the direction of the viewer running, arranged on a car body floor 3. In the intermediate spaces between the elastic elements 10, a layer of an insulating material 31 (Moniflex®) and mineral wool 25 are arranged, stacked one above the other. In the next step, shown in the Fig. 4b , on the elastic elements 10 and the mineral wool 25, first steel plates 28 (shown in FIG Fig. 4d and 5 ) and plywood panels 26 laid. The steel plates may be previously connected to the plywood panels and be present as a preassembled unit. The steel plates 28 and plywood panels 26 are laid floating on the ground and not fixed by fasteners. Next, a cover layer 27 is laid on the plywood boards 26 ( Fig. 4c ).

The Fig. 4d shows a section of the finished floor structure, wherein finally a floor covering 29 of the cabin was laid on the cover layer 27. Shown are an elastic element 10, a material for moisture insulation 31, a layer of mineral wool 25, steel plates 28, a plywood plate 26, a cover layer 27 and a carpet 29. The elements 28, 26, 27 and 29 form the bottom part 7. Between the elastic first elements 10 and the steel plate 28, no adhesive or other fastening means are provided, so that the bottom part is laid floating. The in the Fig. 4b-d shown breaks in the ground, so the interruptions in the floor covering 29, the cover layer 27 and the plywood plate 26 are shown in cross-section holes for the attachment of seats or seat feet, which are screwed to under the holes on the bottom plate mounted metal plates with internal thread.

The Fig. 5 shows another detail of the floor structure of the car body and cabin with an intermediate elastic element 10. The structure of the car body floor 3 was already based on the Fig. 3 explained and the reference numerals of the elements described therein have been incorporated into this figure. On the carriage-inner horizontal plate 20 of the car body floor 3 is a metal housing 40th arranged in which an elastic element 10 is inserted. The metal housing 40 has the shape of a groove. The channel 40 serves to ensure that liquids, for example condensation water, do not reach the elastic element 10 so that it does not become fully saturated and the moisture is transported to the bottom part of the tub. The elastic element 10 consists of a porous polyurethane, for example Sylomer®, which has a pore structure and can absorb moisture. Above the elastic element 10 is the bottom part 7, whose structure is already based on the Fig. 4d was explained.

The Fig. 6a and 6b show details of the side parts 11, 12 of the bottom tray 6. The side part 12 is constructed analogously, so that the following statements apply to both side parts 11, 12. In the FIG. 6a and 6b the side part 11 is shown already in the Fig. 1 and Fig. 2 is shown. The FIG. 6a shows a section through the side part 11 across the car body, such as Fig. 1 and Fig. 2 ,

Seen from bottom to top, the side member 11 begins with a running in the vehicle longitudinal direction hollow profile support 47. The hollow profile support 47 forms the lower edge of the side part 11 of the tub 6 and is on the bottom part 7 (not shown, but see Fig. 1 ) of the tub 6 is placed.
On the hollow profile support 47 from the bottom upwardly extending support members 42 are placed, which are hollow and exercise in addition to a supporting function and the function of an air duct element. The air channel elements 42 extend from bottom to top, between the hollow profile support 47 and the plate 52, which forms the upper end of the side part 11. Along the side part 11 of the bottom trough a plurality of air channel elements 42 are arranged parallel to each other, as in the Fig. 6b and 6c to see.

The beams 42 have a dual function as a supporting element and as an air channel element for the ventilation system of the cabin. The formed air channel is designated 48. Air L may enter the carrier / air channel member through the opening 50 through an upper opening / inlet opening and is introduced into the hollow profile carrier 47 through an outlet opening 53. The hollow profile support 47 has in the direction of the cabin facing air outlet openings 49 which in the FIGS. 1 and 2 are shown. Thus, air passed through the air duct elements 42 enters the hollow profile support 47 and is directed out of the air outlet openings 49 in the direction of the interior. The inlet openings 50 of the air channel elements 42 are connected to the ventilation system of the cabin, in particular with further air channels (s. Fig. 6c ).

The air channel element 42 is tubular with a rectangular cross-section as shown in FIG Fig. 6b to see. The air duct element is bent and the bend is preferably adapted to the contour of the car body. The air channel elements 42 have at their ends flanges 53, 54 for connection to other components, such as an upper board 52 and the hollow profile carrier 47, on.

The carrier / air channels 42 have a high rigidity and a relatively high weight, especially if they are made of metal. Therefore, they contribute especially to the mass and rigidity of the side part 11 and thus to the mass and rigidity of the bottom pan 6 at. Further support members 41 and 46, only a few of which are shown by way of example, also extend from bottom to top. The beams 41, 42 and 46 extend between a lower plate 51 and an upper plate 52, which extend in the longitudinal direction of the side part 11 and thus in the longitudinal direction of the vehicle. The carrier 41 are additionally connected via angle 60 with the hollow profile carrier 47. Between the support members 41 45 longitudinally extending carrier 43 are attached. Between the longitudinally extending supports 43, in turn, vertically extending supports 44 are mounted. In addition, they serve in this particular embodiment also for the attachment of comfort devices, such as magazine holders, storage compartments, cabinets, operating devices o. Ä. On the lower plate 51 is a base 70th mounted for a magazine rack.

The carrier elements described above, but in particular the carrier / air channels 42, give the side part 11 a rigid and self-supporting structure. The air channel elements 42 having a tubular cavity have a high rigidity and a relatively high mass, which contributes to the reduction of the natural frequency of the bottom pan. Towards the cabin cover plates 55 are attached to the supports 41 and 46 (s. Fig. 6c ).

As in Fig. 6a and 6b is shown, at the top of the side part 11 on the air channel elements 42 and the support 41 and 46, an upper plate 52 is placed, which where the air duct elements 42 are attached, has openings which are congruent with the openings 50 of the air duct elements 42. An These openings close up further air channel elements 56 in the region of the cabin side wall 8a, as in the Fig. 6c shown. Fig. 6c shows the view interconnected cabin side walls 8a and 8c from the outside, ie by the (not shown) car body side wall 4a toward the cabin interior. Visible are the sides of the cabin side walls 8a and 8c, which are opposite the car body side wall 4a.

The plate 52 forms the upper end of the side part 11 of the floor pan. The side part 11 of the bottom pan has a greater thickness, ie a greater extent transverse to the vehicle longitudinal direction, as the adjoining side wall 8 a, as in the Fig.1 . 2 and 6c is recognizable. The side part 11 together with the plate 52 protrudes into the interior of the cabin, as in Fig. 1 and 6c The panels 52 form a shelf or sill for the window 13a provided above in the cabin side wall 8a. The side member 11 has, in addition to the upper plate 52 and a lower plate 51, which is arranged at the lower end of the side part and as the upper plate extends in the vehicle longitudinal direction. Due to their rigidity, the upper plate 52 and the lower plate 51 also assume a supporting function for the side part 11 of the floor pan. Corresponding as stated above applies to the side part 11 mirror-symmetrical side part 12th

The Fig. 7a and 7b show an elastic connection between a cabin side wall and a side part of the floor pan in the region of the transition between two side wall elements 8a and 8c. The Fig. 7a shows a part of the Fig. 6c in the region between the windows 13a and 13c, where two side wall elements 8a and 8c are interconnected. Fig. 7a shows how Fig. 6c shows the view of cabin side walls 8a and 8c from the outside, ie by the (not shown) car body side wall 4a toward the cabin interior. In the lower part of the Fig. 7a is a section of the side part 11 of the floor pan with the air duct / support members 42 and the upper plate 52 shown. On the upper plate 52, an aluminum extruded profile 105 is placed and fixedly mounted on the plate 52. With the profile 105 car body tolerances can be compensated. Fig. 7b shows the structure in section transverse to the longitudinal axis of the vehicle, wherein the cabin space 1 is arranged on the left side. There it can be seen that the profile 105 opens on the left side of the cabin interior 1 in a hollow profile part, which is approximately quarter-circle in cross section. This hollow profile part forms the transition between the upper plate 52 and the side walls 8a, 8c and conceals the gap between the plate 52 and the side walls as a diaphragm.

In the Fig. 7a Air duct elements 56 are shown in the region of the cabin side walls 8a and 8c, which continue the air duct of the carrier / air duct elements 42 upwards and laterally, below the windows 13a, 13c. The air channel elements 56 sit with a flange or a projection 111 on the profile part 105. Between the projection 111 and the profile part 105, an elastic sealing layer is arranged, which is not shown in this figure. This elastic sealing layer, for example an elastic sealing foam, is an elastic connection between a cabin side wall and a side part of the floor pan, which allows the side part of the floor pan relative to the wall parts which are fixed in the region of the windows relative to the surrounding car body, and relative to the air channel elements 56, which are fixed to the wall parts, can move, for example, during a movement of the trough in the Z direction downwards.

The connection between the side walls 8a and 8c is based on FIG. 7b explained. A here in cross-section hat-shaped profile 101 covers as cover the slot between two side wall portions 8a and 8c. It may for example be attached to the side wall parts with an adhesive connection or Velcro connection. In the Fig. 7b For example, a section through the center of the profile 101 is shown, approximately at the level of the connecting line of the walls 8a and 8c, where the profile is spaced from the walls 8a and 8c.

On the aluminum extruded profile 105, which is fixed on the upper plate 52 of the side part 11 of the bottom pan, an angle 100 is set, which is fastened with its horizontal leg 112 to a pin 104. The bolt 104 is part of the profile 105. The vertical leg 110 of the angle 100 bears against the profile 101. By fastening the leg 112 to the bolt, the cabin side wall 8a and the cover profile 101 are in position relative to the quarter-circle end of the profile 105, which, as an aperture, obscures the gap between the plate 52 and the side wall 8a.

Between the profile 101 and the vertical leg a felt strip 103 is provided. A protruding from the profile 101 and the profile carrier parallel leg 106 has a vertical slot. In this slot is a horizontally projecting from the vertical leg 110 of the angle 100 pin 107 with an inserted thereon elastic ring 102 introduced. The bearing of the pin 107 with the elastic ring in the vertical slot allows a resilient relative movement of the bottom pan and the upper board 52 against the cabin side walls 8a and 8c in the z direction in the region of the transition between the side walls.

Claims (11)

1. A rail vehicle having a sound-insulated and vibration-insulated interior cabin (1), with a car body (2), comprising

   a car body floor (3),

   car body side walls (4a, 4b), and

   a car body ceiling (5), and

   an interior cabin surrounded by the car body (1), comprising

   interior cabin side walls (8a, 8b),

   an interior cabin ceiling (9), and

   a rigid floorpan (6), comprising a floor part (7) and side parts (11, 12),

   wherein the interior cabin (1) is mounted on one or more spring elements (10) arranged between the floorpan (6) and the car body floor (3), characterized in that the floorpan (6) is rigid.
2. The rail vehicle according to claim 1 or 2, in which the spring elements (10) are arranged exclusively between the floor part (7) of the floorpan (6) and the car body floor (3).
3. The rail vehicle according to claim 1 or 2, in which, in addition to the spring elements, damper elements are arranged between the floorpan and the car body floor.
4. The rail vehicle according to claim 3, in which the damper elements are arranged exclusively between the floor part (7) of the floorpan (6) and the car body floor (3).
5. The rail vehicle according to any one of the preceding claims, in which the side parts of the floorpan comprise one or more acoustically decoupled connections to their adjacent car body side walls.
6. The rail vehicle according to any one of the preceding claims, in which the floorpan (6) is mounted in a floating manner on the car body floor.
7. The rail vehicle according to any one of the preceding claims, in which the side parts (11, 12) of the floorpan (6) comprise a supporting structure formed of carrier elements.
8. The rail vehicle according to any one of the preceding claims, in which the interior cabin side walls (8) and the floorpan (6) are connected to one another via a resilient connection.
9. The rail vehicle according to any one of the preceding claims, in which the car body floor (3) comprises a horizontal plate (20) inside the car body, a horizontal plate (21) outside the car body, and transverse struts (22) connecting the two horizontal plates, and wherein the spring elements (10) are arranged on the plate inside the car body via connection points (S) of the transverse struts to the plate (20) inside the car body.
10. A rail vehicle set, comprising one or more rail vehicles according to any one of claims 1-9.
11. A method for providing an interior cabin of a rail vehicle with sound insulation and vibration insulation, in which
    in a car body comprising a car body floor, car body side walls and a car body ceiling there is arranged an interior cabin, which is surrounded by the car body and which comprises car body side walls, a car body ceiling, and a rigid floorpan, and
    the interior cabin is mounted on one or more spring elements arranged between the floorpan and the car body floor.

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