EP2763880B2 - 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-room cabin with improved sound and vibration insulation.

Modern trains, especially high-speed trains, have to meet high demands on driving comfort, which includes the lowest possible noise level in the interior. Passenger areas in the end cars are often placed directly behind the driver's cabin above the bogies equipped with drive components. In addition, there are aeroacoustic excitations at very high speeds. This makes the need for good soundproofing particularly evident.

Various measures are described in the prior art as to how the noise level in the passenger compartment of a rail vehicle can be reduced.

One measure that has been used to date 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 noise input via the floor. Furthermore, the space between the inside wall of a compartment and the side wall of the car body is also lined with sound-absorbing material. Furthermore, it is possible to implement the soundproofing 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 part. In addition to the suspension properties, noise-damping properties of the support part are also used, as a result of which there should be less structure-borne noise in the interior of the car body of a vehicle.

The generic U.S. 2,925,050 discloses a rail vehicle with a soundproof and vibration-insulated cabin, with a car body, having a car body floor, car body side walls and a car body ceiling, and a car body enclosed cabin, having cabin side walls, a cabin ceiling, and a floor pan, having a floor part and side parts. the The cabin is mounted on one or more spring elements arranged between the floor pan and the car body floor.

the DE-PS-719 496 in connection with the main patent 694 052 discloses a rail vehicle with a cabin which has a floor pan composed of various parts, the cabin being mounted on spring elements arranged between the floor pan and the car body.

However, these known solutions for reducing the noise level in passenger compartments are not considered sufficient for modern rail vehicles, in particular high-speed trains, since particularly in the area of the bogies there is a very high level of noise and vibration entering the interior of the vehicle.

The invention was therefore based on the object of providing a rail vehicle which has improved sound and vibration insulation. In particular, the input of noise and vibration into a passenger cabin should be reduced from below, for example via the bogies.

To this end, the invention proposes a rail vehicle with the features of claim 1 . Advantageous special embodiments are specified in the subclaims.

• einem Wagenkasten, aufweisend
  • 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 und die Eigenfrequenz der Bodenwanne im Bereich von 20-100 Hz liegt.

The present invention relates to a rail vehicle with a noise- and vibration-insulated cabin

• a car body, having
  • a car body floor,
  • wagon body side walls and
  • a car body cover, and
• a cabin enclosed by the car body, having
  • cabin side walls
  • a canopy, and
  • a floor pan, having a floor part and side parts
• wherein the cabin is mounted on one or more spring elements arranged between the floor pan and the car body floor,
• and wherein the floor pan is rigid and the natural frequency of the floor pan is in the range of 20-100 Hz.

The vehicle has a room-in-room structure. The cabin is arranged as an independent room within the car body. The term "cab" refers to a space inside a rail vehicle, preferably for people to stay in. The term "cabin" includes, without limitation, driver's cabins, passenger compartments, large cabins, etc. Examples of rail vehicles include, without limitation, wagons, locomotives and railcars.

According to the basic idea of the invention, the lower area of the cabin is formed by a rigid floor pan that is mounted on spring elements, the spring elements being arranged on the car body floor and the floor pan being mounted on the spring elements. The cabin side walls connect directly or indirectly, for example via connecting elements, to the floor pan and continue the cabin upwards. The suspension elements absorb the weight of the floor pan and most of the weight of the cab.

The floor pan is rigid or substantially rigid, meaning that it exhibits little or no flexing or twisting under load.

In a special embodiment, the floor pan is preferably also self-supporting.

beginnt.Compared to the side walls, for example, the floor pan has a relatively high mass, which increases its inertia and reduces its natural frequency while maintaining the same rigidity. Due to an increased mass and thus reduced natural frequency of the floor pan, the vibration isolation becomes broader, since the isolation from a frequency f of $$\mathrm{f}={\left(2\right)}^{1/2\ast }\mathrm{natural\; frequency}$$

begins.

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

The mass of the floor pan and the basic static load (without passengers staying in the cabin) can be increased, for example, by arranging support elements, air ducts, storage cabinets and/or electrical operating elements in the side parts of the floor pan. Support elements and air ducts can be made of metal, for example. In addition, or instead, the mass of the floor pan can be increased by having the bottom part of the pan comprise several layers of solid material, for example layers of wood, in particular plywood, or metal. Finally, the mass of the floor pan can also be increased by arranging interior fittings, such as chairs and/or tables, on the floor part on the cabin side.

The rigid floor pan is decoupled in the space surrounding the car body and has no rigid connection to the floor, walls and ceiling of the car body. The cabin is mounted on spring elements. As mentioned, the tub is self-supporting. The spring elements cause the cabin to be insulated against noise and vibration, particularly 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, the static load of the cabin side walls can be dissipated in the vertical direction via the spring elements on which the floor pan rests.

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

Damping has the effect that an increase in the resonant frequency of the floor pan is avoided or at least limited when excitation occurs in the range of the resonant frequency.

In one embodiment, additional damping elements are arranged between the floor pan and the car body floor. In this embodiment, the cabin is mounted on one or more spring elements arranged between the floor pan and the car body floor and one or more damping elements arranged between the floor pan and the car body floor. the In this embodiment, spring elements and the damping elements are elements that are different from one another and are preferably spatially separate.

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

In one embodiment, the side parts of the floor pan have one or more acoustically decoupled connections to their adjacent car body side walls. The connections can have elastic connection elements, which are made of rubber, for example.

In a further, special embodiment, the side parts of the floor pan have no connection to their adjacent car body side walls, in particular no attachment to adjacent car body side walls. Any stop elements present, 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 a connection between the side parts of the floor pan and the respective adjacent car body side walls, the lower area of the cabin is particularly well insulated against noise and vibration and the noise input into the lower area of the cabin, e.g. from noise from the area of the bogies, is reduced even better.

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 vibration or sound. However, if desired, a non-vibration-transmitting, preferably loosely packed insulation material, such as mineral wool, can be arranged in the intermediate space between the lower region of a cabin side wall and an adjacent car body side wall.

In a special embodiment, the floor pan is mounted in a floating manner relative to the car body floor. A floating bearing means that the bottom part of the floor pan and the car body floor are not firmly connected to each other, neither via the spring elements nor via other connections. The floor pan can therefore theoretically be displaced in any horizontal spatial direction relative to the car body floor. However, a displacement is practically prevented on the one hand by the dead 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 can be present that prevent the cabin from shifting.

Floating storage can be implemented in a number of ways. The spring elements, for example made of elastomeric material, can be fixed to the floor part of the floor pan or to the car body floor, for example by screwing or gluing. In contrast, the floor pan, in particular the floor part, is not fixed to the spring elements. In a further variant, it is also conceivable to arrange the spring elements without any fixation between the floor part of the floor pan and the car body floor. The spring elements are then held in place by the weight of the tub resting on them.

In one embodiment of the invention, the cabin has no openings to an intermediate space that is located between the cabin and the surrounding car body, which further improves the sound insulation. In the area of the windows, which are arranged in the car body, the cabin side wall has, for example, projections outwards, in the direction of the windows, and the edges of the projections are attached to the wall of the car body or to the window frame. Seals may be present in other areas.

So-called stop elements can be arranged between the side wall of the floor pan and the side wall of the car body. The stop elements cause the floor pan to be supported in the x and y directions, in particular in the event of lateral forces and forces in the longitudinal direction of the vehicle. The x-direction is the direction of the longitudinal axis of the carriage and the y-direction is the direction transverse to it, to the side of the carriage. The Z direction is up direction. The aforesaid stop elements are preferably arranged at the height of the upper edge of the side wall of the floor pan. The stop elements can be designed, for example, as lugs located opposite one another in the longitudinal direction of the carriage, a first lug being attached to the side wall of the carriage body and a second lug to the side wall of the floor pan, in particular at the height of the upper edge of the side wall. the Stop elements, in particular the tabs, are preferably arranged in such a way that they only touch (hit) one another when the floor pan is moved a certain distance relative to the car body, for example when the car is braked, and that they are otherwise contactless. In order to dampen the impact against each other, an elastic material can 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 base and sides. A joint connection can be made using any of the joining techniques commonly used in rail vehicle construction, but in particular using screws or welding. Alternatively, the trough can also be manufactured in one piece.

According to the invention, the base part and at least the side parts mentioned form an intrinsically rigid trough. In addition, however, parts of the cabin side walls can also be included in the rigid, self-supporting structure.

The bottom part means the lower section of the floor pan that extends horizontally or essentially horizontally. The bottom part can be made up of several layers. The materials used for the base part or the various layers of the base part are preferably metal, wood, such as plywood, and/or plastics. Individual layers can be glued together. In particular, sound-insulating materials such as porous or non-porous plastics, cork, or mixtures thereof can be arranged between layers of wood. A carpet or a plastic covering is preferably applied to the floor part as the last layer in the direction of the interior. The floor part thus forms the cabin floor in the direction of the inside of the cabin.

The side parts of the floor pan extend both in the longitudinal direction of the cabin and upwards, starting from the floor part. They can also be referred to as the side walls of the tub. The side parts begin, for example, at the edges of the floor part running in the longitudinal direction of the vehicle. The side parts of the floor pan preferably extend as far as the lower edge of the car window. Starting from the floor part, the side parts of the floor pan each take up preferably 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 have support elements. The support elements give the side parts a rigid and self-supporting structure. In a special embodiment, the side parts have carrier elements that extend from bottom to top. Furthermore, the side parts can also have cross member elements that extend in the longitudinal direction of the car body. In particular, the side parts can have a self-supporting skeleton structure made of support elements. At least some of the support members of a skeletal structure are preferably connected to each other. In particular, carrier elements that run from top to bottom can be connected to carrier elements that run 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 special embodiment, at least some of the carrier elements are at the same time air duct elements. In this embodiment, at least part of the supporting elements has a dual function as a supporting element and as an air duct for the ventilation system of the cabin. Air duct elements are part of the cabin's ventilation system 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 with two openings in the interior, wherein the first opening can be provided as an inlet opening for air and another opening can be provided as an outlet opening for air. The air duct element is preferably tubular, so that the cavity in the air duct element is a tube. The tube can have any desired cross section, even changing within an air duct element. The cross section can, for example, be round, oval or polygonal, for example rectangular. The air duct element can be bent, with the bend preferably being adapted to the contour of the car body. The air duct elements can have a flange at their ends for connection to other components. Air duct elements, in particular tubular ones, are preferably made of metal. The air duct elements preferably extend from below upwards, from a lower end of the side part of the floor pan to an upper end of the side part. Air duct elements with a tubular cavity have high rigidity, which makes them as supporting elements are particularly suitable. Furthermore, due to their mass, air duct elements can contribute to reducing the natural frequency of the floor pan, especially if they are made of metal. A plurality of air duct elements are preferably arranged parallel to one another along the side parts of the floor pan.

On the underside, the air duct elements described above can be connected to a hollow profile support running in the longitudinal direction of the vehicle, which can have air outlet openings, so that air guided through the air duct elements enters the hollow profile support and is guided out of the air outlet openings in the direction of the interior. In this embodiment, the hollow profile support forms the lower edge of the side parts of the tub and is placed on the bottom part of the tub. It thus forms a longitudinal support of the side part of the floor pan. On the upper side, a plate can be placed on the air duct elements and any further carriers that may be present, which plate has air passage openings where the air duct elements are attached. Further air duct elements in the area of the cabin side walls can be connected to these openings. The plate can form the upper end of a side part of the floor pan. The panel can protrude into the interior of the cabin and, for example, form the function of a shelf or window sill for windows provided above in the cabin side walls. At the same time, the plate can be a longitudinal support of the side part of the floor pan.

Furthermore, operating devices for passengers, for example operating devices for air conditioning systems, cabinets and/or storage compartments, can be provided in the side parts of the floor pans.

The side parts of the floor pan, in particular the advantageous embodiments described above, preferably have a greater thickness, i.e. a greater extent transversely to the longitudinal direction of the vehicle, than the side walls adjoining the side parts. This is particularly the case when the side panels comprise a rigid, self-supporting structure of support members, and especially when air duct members are involved. In particular, the side parts of the tub can protrude into the interior of the cabin, with the upper edge or the top of the side parts being able to function as a shelf or window sill.

Due to the resilient mounting of the tub on spring elements, the tub under static loads, for example from passengers in the cabin, after deflected below, whereby the spring elements are compressed. Due to a high static basic load, caused by the mass of the floor pan (without passengers), there is a small additional compression of the spring elements at maximum load from passengers. In other words, the mass of the floor pan significantly exceeds the mass of the passengers located 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 the upper areas of the cabin side wall are not deflected to the same extent as the floor pan under load.

Several of the floor pans described above can be arranged in a rail vehicle, which are preferably connected to one another by elastic connections.

Connections of the floor pan, in particular the floor part of the floor pan, to other floor sections, for example floors in the area of the driver's cab or in other areas of the car, or connections to partition walls are preferably designed to be elastic or with gaps in between, in order to effectively separate the floor pan, in particular the floor part of the pan, from to decouple other floor sections.

The cabin side walls can be made up of several elements. Cabin side wall elements, which are arranged in the area of the windows, are preferably arranged in a stationary manner there and in particular cannot be shifted up or down. The cabin side walls 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 side wall that contains the window cutouts attaches to the upper edge of the side part of the tub.

The cabin side walls arranged above the floor pan can be connected to their respectively adjacent car body side wall via suspension elements. The suspension elements can be arranged, for example, above the windows and/or in the area of window pillars. The suspension elements are preferably elastically movable and serve to fasten the side wall or, in the case of a multi-part side wall, to fasten side wall elements, inclusive any 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 mounting and supporting the floor pan can be air springs, gas springs, elastomer springs, for example. In a preferred embodiment, elastomer springs, hereinafter referred to as “elastic elements”, are used. Elastic elements can have a wide variety of shapes, for example the elements can be circular, rectangular or strip-shaped. For example, the elastic elements have a strip shape. For example, they can 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 can be, for example, in the range from 200 to 600 mm. The space between the strips can be lined with an insulation material, for example mineral wool such as glass or rock wool, a plastic foam, wet insulation materials, or a combination thereof. The strips can be attached to the car 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 by Getzner.

In a preferred variant, the elastic elements also have damping properties, ie they are preferably also damping elements at the same time.

The elastic elements preferably combine the properties of static rigidity and dynamic flexibility. If low-frequency resonance phenomena are to be reduced, high damping of the elastic elements is advantageous, particularly to reduce 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, with one or more of the properties being present:

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

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

The cabin side walls and the floor pan can be connected to one another via an elastic connection. In other words, each cabin side wall can be connected to the side parts of the floor pan via an elastic connection. The cabin side wall is attached to the upper edge of the side part of the floor pan, with the elastic connection being arranged between the lower edge of the cabin side wall and the upper edge of the floor pan. In the case of a multi-part side wall, in particular the side wall part that contains the window cutouts is connected to the floor pan via an elastic connection.

The elastic connection can be implemented in different ways. For example, this can be a joint or sealing strip made of elastic material, or connecting pieces or connecting angles with rubber-elastic elements or the like. The elastic connection can also be an elastic strip or an elastic profile, which can have a sealing function.

In yet another embodiment of the invention, the car body floor has an inboard horizontal panel, an outboard horizontal panel and cross braces connecting the two horizontal panels. Furthermore, in this embodiment, the elastic elements are arranged on the car-inner panel via connection points of the cross braces to the car-inner panel. The described structure of a car body floor can be formed, for example, by a profile element, such as an extruded profile, or a plurality of composite profile elements with inner cross braces. In particular, it is preferred in this embodiment, first elastic elements are used in the form of strips, which are arranged over the connection points of cross braces in the longitudinal direction of the vehicle (x-direction). Usually, the described transverse struts are also aligned in the longitudinal direction of the vehicle, so that the transverse struts and the strip-shaped elastic elements have the same course and lie essentially one above the other, separate from the panel inside the vehicle. In this embodiment, the elastic elements are arranged at particularly stiff points on the car body floor, and a particularly effective elastic decoupling is achieved between the car body floor and the 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, wobei die Bodenwanne ein Bodenteil und Seitenteile aufweist, und
• die Kabine auf einem oder mehreren, zwischen der Bodenwanne und dem Wagenkastenboden angeordneten Federelementen gelagert wird,

wobei die Eigenfrequenz der Bodenwanne im Bereich von 20-100 Hz liegt.The invention also relates to a method for sound and vibration isolation of a cabin of a rail vehicle, in which

• in a car body, having a car body floor, car body side walls and a car body ceiling, a cabin is arranged, which is enclosed by the car body and the cabin side walls have a cabin ceiling, and a rigid floor pan, the floor pan having a floor part and side parts, and
• the cabin is mounted on one or more spring elements arranged between the floor pan and the car body floor,

where the natural frequency of the floor pan is in the range of 20-100 Hz.

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

Finally, the present invention also relates to a combination of rail vehicles, for example a train, which has 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 is described below using exemplary embodiments. Show it:

1

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

2

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

3

a body floor with elastic elements positioned thereon;

Figures 4a - 4d

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

figure 5

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

Fig. 6a-c

Views of the side part of the floor pan from different perspectives and with the cabin side wall in place (6c).

Figures 7a, 7b

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

the 1 shows a section across a rail vehicle vertical to the vehicle longitudinal axis (x-axis) with a room-in-room concept according to the present invention, in which a cabin 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 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 several elements. The side walls 8a, 8b merge into the ceiling 9 in the areas above the windows. The side walls 8a, 8b and the ceiling 9 are connected to the car body 2 via holding profiles 30 and supports 32, 33. The beams 32, 33 are connected to the car body via elastic suspension elements (not shown). In the area of the windows 13a, 13b, which are arranged in the car body 2, the cabin side walls 8a, 8b each have projections outwards, in the direction of the windows, and the edges of the projections are attached to the window frame

The floor pan 6 has a floor part 7 and side parts 11,12. Between the car body floor 3 and the floor part 7 are spring elements 10 in the form of elastic strips running along the longitudinal axis of the vehicle are arranged, on which the trough 6 is supported and resiliently mounted via the base part 7 . 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 floor part 7 of the floor pan 6 and the car body floor 3 . There is a cavity between the side part 11 and the car body wall 4a and between the side part 12 and the car body wall 4b. 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 car windows 13a and 13b.

A part 34 of an acoustically decoupled connection is arranged between the side part 11 of the floor pan 6 and the car body side wall 4a, and a part 35 of an acoustically decoupled connection is arranged between the side part 12 of the floor pan 6 and the car body side wall 4b. The parts 34, 35 provide support for the floor pan, particularly in the event of forces in the longitudinal direction of the vehicle (X-direction), if the floor pan 6 were to move in the viewer's line of sight or against the viewer's line of sight, for example due to heavy braking. The parts 34, 35 are arranged at the level of the upper edges of the side parts 11, 12 of the floor pan 6. The parts 34, 35 are designed here as metal brackets, which are attached to the side walls 4a and 4b. The side parts 11 and 12 are coupled to the brackets 34, 35 via rubber elements (not shown), which form the actual acoustically decoupled connection.

In the 2 Figure 12 shows a section through the cabin between the window openings, with like reference numerals referring to like elements as in Figure 12 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 connect to the side parts 11, 12 of the floor pan and continue the cabin upwards.

the 3 shows a detailed view of a car body floor 3, which is made up of a car inner horizontal plate 20, a car outer horizontal plate 21 and the two plates connecting cross braces 22. Furthermore, in the 3 Angle profiles 24 are shown, which mark the transition from the car body floor 3 to the (not shown) form car body side walls. The car body floor 3 is composed of several extruded profile elements that are joined together at the connection points V. Spring elements, in this case elastic elements 10 made of elastomer, are attached to the horizontal plate 20 of the car body floor 3 inside the car. It is attached via connection points S, at which cross braces 22 are connected to the horizontal panel 20 inside the car.

In the Figures 4a to 4d shows the assembly of a trough floor on a car body floor and on elastic elements. In the Figure 4a were strip-shaped elastic elements 10 running in the vehicle longitudinal direction in the viewing direction of the viewer, arranged on a car body floor 3. In the interstices between the elastic elements 10, a layer of an insulating material 31 ( ^Moniflex® ) and mineral wool 25 are arranged one on top of the other. In the next step, shown in the Figure 4b , steel plates 28 (shown in Fig Figure 4d and 5 ) and plywood sheets 26 laid. The steel panels can be pre-connected to the plywood panels and present as a pre-assembled unit. The steel plates 28 and plywood plates 26 are laid floating on the ground and are not fixed by fasteners. Next, a covering layer 27 is laid on the plywood panels 26 ( Figure 4c ).

the Figure 4d shows a section of the finished floor structure, with a floor covering 29 of the cabin finally being laid on the covering 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 panel 26, a cover layer 27 and a carpet 29. The elements 28, 26, 27 and 29 form the floor part 7. Between the Elastic first elements 10 and the steel plate 28 are provided with no adhesive or other means of attachment, so that the floor part is laid in a floating manner. The in the Fig. 4b-d The interruptions in the floor shown, i.e. the interruptions in the floor covering 29, the cover layer 27 and the plywood panel 26 are bores shown in cross section for the attachment of seats or seat bases, which are screwed to metal plates with internal threads attached to the base plate under the bores.

the figure 5 shows another detail of the floor structure of the car body and cabin with an elastic element 10 in between. The structure of the Wagenkastenbodens 3 was already based on the 3 explained and the reference numerals of the elements described there have been adopted in this figure. On the inside horizontal plate 20 of the car body floor 3, a metal housing 40 is arranged, in which an elastic element 10 is inserted. The metal case 40 is in the form of a trough. The channel 40 serves to ensure that liquids, for example condensed water, do not reach the elastic element 10 so that it does not become saturated and the moisture is not 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. About the elastic element 10 is the bottom part 7, whose structure is already based on the Figure 4d was explained.

the Figure 6a and 6b show details of the side parts 11, 12 of the floor pan 6. The side part 12 is constructed analogously, so that the following explanations apply to both side parts 11, 12. In the Figure 6a and 6b the side part 11 is shown, which is already in the 1 and 2 is shown. the Figure 6a shows a section through the side part 11 transverse to the car body, such as 1 and 2 .

Seen from below upwards, the side part 11 begins with a hollow profile support 47 running in the longitudinal direction of the vehicle. The hollow profile support 47 forms the lower edge of the side part 11 of the tub 6 and is attached to the floor part 7 (not shown, but see 1 ) of the tub 6 placed.
Support elements 42 running from bottom to top are placed on the hollow profile support 47, which are hollow and, in addition to a load-bearing function, also have 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. A plurality of air duct elements 42 are arranged parallel to one another along the side part 11 of the floor pan, as in FIGS Figure 6b and 6c to see.

The beams 42 have a double function as a load-bearing element and as an air duct element for the ventilation system of the cabin. The air channel formed is denoted by 48 . Air L can enter the beam/air duct element through an upper opening/inlet opening through the opening 50 and is introduced into the hollow section beam 47 through an outlet opening 53 . The hollow profile carrier 47 has air outlet openings 49 pointing in the direction of the cabin figures 1 and 2 are shown. Air guided through the air channel elements 42 thus enters the hollow profile carrier 47 and is guided out of the air outlet openings 49 in the direction of the interior. The inlet openings 50 of Air duct elements 42 are connected to the ventilation system of the cabin, in particular to other air ducts (see Fig. Figure 6c ).

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

The beam/air ducts 42 have a high rigidity and a relatively high weight, especially if they are made of metal. They therefore contribute in particular to the mass and rigidity of the side part 11 and thus to the mass and rigidity of the floor pan 6 . Further carrier elements 41 and 46, only some of which are shown as examples, also extend from the bottom to the top. The supports 41, 42 and 46 extend between a lower plate 51 and an upper plate 52, which run in the longitudinal direction of the side part 11 and thus in the longitudinal direction of the vehicle. The carriers 41 are additionally connected to the hollow profile carrier 47 via brackets 60 . Between the support elements 41 longitudinal supports 43 are attached via brackets 45 . Vertically extending supports 44 are in turn attached between the longitudinal supports 43 . On the one hand, the supports 43 and 44 are used to further stiffen the side part 11. In this special embodiment, they are also used to attach convenience devices, such as magazine holders, storage compartments, cupboards, operating devices or the like. On the lower plate 51 is a base 70 mounted for a magazine rack.

The support elements described above, but in particular the support/air ducts 42, give the side part 11 a rigid and self-supporting structure. The air duct elements 42 with a tubular cavity have a high rigidity and a relatively high mass, which helps to reduce the natural frequency of the floor pan. Towards the cabin, cover panels 55 are attached to the supports 41 and 46 (see Fig. Figure 6c ).

As in Figure 6a and 6b shown, an upper plate 52 is placed on the upper side of the side part 11 on the air duct elements 42 and the supports 41 and 46, which has openings where the air duct elements 42 are attached, which are congruent with the openings 50 of the air duct elements 42 these openings close up more air channel elements 56 in the area Cabin side wall 8a, as in the Figure 6c shown. Figure 6c shows the view of interconnected cabin side walls 8a and 8c from the outside, ie through the (not shown) car body side wall 4a in the direction of the cabin interior. The sides of the cabin side walls 8a and 8c that are opposite the car body side wall 4a can be seen.

The plate 52 forms the upper end of the side part 11 of the floor pan. The side part 11 of the floor pan has a greater thickness, ie a greater extent transversely to the longitudinal direction of the vehicle, than the adjoining side wall 8a, as in FIGS Fig.1 , 2 and 6c is recognizable. The side part 11 together with the plate 52 protrudes into the interior of the cabin, as shown in FIG 1 and 6c to be seen, and the plates 52 forms a shelf or window sill for the window 13a provided above in the cabin side wall 8a. The side panel 11 also has, in addition to the upper panel 52, a lower panel 51 which is disposed at the lower end of the side panel and extends in the vehicle front-rear direction like the upper panel. 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. The same as stated above applies to the side part 12, which is mirror-symmetrical to the side part 11.

the Figure 7a and 7b show an elastic connection between a cabin side wall and a side part of the floor pan in the area of the transition between two side wall elements 8a and 8c. the Figure 7a shows an excerpt from the Figure 6c in the area between the windows 13a and 13c where two side wall elements 8a and 8c are connected to each other. Figure 7a shows how Figure 6c shows the view of the cabin side walls 8a and 8c from the outside, ie through the (not shown) car body side wall 4a in the direction of the cabin interior. In the lower part of Figure 7a a section of the side part 11 of the floor pan with the air duct/support elements 42 and the upper plate 52 is shown. An aluminum extruded profile 105 is placed on the upper plate 52 and fixedly mounted on the plate 52 . With the profile 105, car body tolerances can be compensated. Figure 7b shows the structure in section transverse to the longitudinal axis of the vehicle, with the cabin space 1 being arranged on the left-hand side. There it can be seen that the profile 105 ends on the left on the side of the cabin interior 1 in a hollow profile part which is approximately quarter-circular in cross section. This hollow profile part forms the transition between the upper plate 52 and the side walls 8a, 8c and, as a screen, covers the gap between the plate 52 and the side walls.

In the Figure 7a Air duct elements 56 are shown in the area 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 duct elements 56 sit on the profile part 105 with a flange or a projection 111 . 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 to be fixed relative to the wall parts that are fixed in the area of the windows relative to the surrounding car body, and can move relative to the air duct elements 56, which are fixed to the wall parts, for example when the trough moves downwards in the Z-direction.

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

On the extruded aluminum profile 105, which is fixed on the upper plate 52 of the side part 11 of the floor pan, an angle 100 is placed, which is attached to a bolt 104 with its horizontal leg 112. The bolt 104 is part of the profile 105. The vertical leg 110 of the bracket 100 rests against the profile 101. By fastening the leg 112 to the bolt, the cabin side wall 8a and the cover profile 101 are secured in their position opposite the quadrant-shaped end of the profile 105, which covers the gap between the plate 52 and the side wall 8a as a screen, fixed.

A felt strip 103 is provided between the profile 101 and the vertical leg. A leg 106 protruding from the profile 101 and running parallel to the profile carrier has a vertical slot. A pin 107 protruding horizontally from the vertical leg 110 of the angle 100 and having an elastic ring 102 fitted thereon is inserted into this slot. The storage of the pin 107 with the elastic ring in the vertical slot allows an elastic relative movement of the floor 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 floorplan (6) is rigid,

   and the natural frequency of the floorpan is in a range of 20-100 Hz.
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 thefloorpan (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, wherein the floorpan comprises a floor part and side parts,

    and the interior cabin is mounted on one or more spring elements arranged between the floorpan and the car body floor,

    characterized in that

    the natural frequency of the floorpan is in a range of 20-100 Hz.

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