Railway vehicle and floor thereof

Abstract

The embodiment of the invention provides a railway vehicle and a floor, the floor comprises a built-in floor and a vehicle body floor which are sequentially arranged from top to bottom, and a first inserting part is arranged on the top surface of the vehicle body floor; the first supporting assemblies are located between the vehicle body floor and the interior floor, and each first supporting assembly comprises a first elastic supporting part, a supporting profile and a second elastic supporting part which are sequentially arranged from top to bottom; the supporting profile is fixed to the first elastic supporting part and the second elastic supporting part, the second elastic supporting part is provided with a second inserting part, and the first supporting assembly and the vehicle body floor are fixed in an inserted mode through the second inserting part and the first inserting part. A quick-inserting type supporting structure is adopted to replace an original mode of bonding and then installing a rubber pad, and the installation efficiency of the floor area working procedure is improved. Meanwhile, the damping and noise reduction effects of the train chassis are improved through the elastic supporting parts, and the vehicle comfort is improved.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, and more specifically, to a rail vehicle and its floor. Background Technology

[0002] In urban rail transit networks, suburban lines serve as transportation links between the city center and suburbs within the urban area. Suburban trains are designed for speeds of 140km / h-160km / h, which is faster than typical subway trains. Therefore, to improve vehicle comfort, higher requirements are placed on vibration reduction and noise reduction.

[0003] The total height from the top of the vehicle's floor to the top of the flooring fabric is 80mm for urban rail vehicles, while it's only 40mm for subway vehicles. Therefore, supporting profiles need to be glued to the vehicle's floor first, then rubber damping pads are inserted inside the profiles. Reinforcing profiles are glued to both sides of the floor and bolted to the floor. Insulating material is inserted into the space between the vehicle's floor and the interior floor. Approximately 560 supporting profiles and 70 floor beams are glued to each vehicle. Gluing the supporting profiles and floor beams requires on-site marking and positioning, which is time-consuming and results in poor sound insulation and vibration damping in the floor area. Summary of the Invention

[0004] This application provides a rail vehicle and floor to solve the problem that the installation of existing rail vehicle floors requires the bonding of support profiles and is time-consuming.

[0005] To achieve the above objectives, this application provides the following technical solution: A flooring, comprising: The interior floor and the vehicle body floor are arranged sequentially from top to bottom, and the top surface of the vehicle body floor is provided with a first insertion part; A plurality of first support components are located between the vehicle body floor and the interior floor. Each first support component includes a first elastic support part, a support profile and a second elastic support part arranged sequentially from top to bottom. The support profile is fixed to the first elastic support part and the second elastic support part respectively. The second elastic support part is provided with a second insertion part. The first support component and the vehicle body floor are fixed by insertion through the second insertion part and the first insertion part.

[0006] Optionally, the first insertion portion includes two first insertion protrusions arranged laterally opposite to each other along the vehicle body floor. The first insertion protrusions extend upward from the top surface of the vehicle body floor and have an inwardly bent flange at the top. The second insertion portion is located on the lateral sidewall of the second elastic support portion, and includes two second insertion recesses recessed in the lateral sidewall of the second elastic support portion.

[0007] Optionally, the top of the second elastic support is provided with a profile mounting groove, and the support profile is located in the profile mounting groove; The bottom of the supporting profile is provided with a third insertion part; the bottom of the profile mounting groove is provided with a fourth insertion part, and the supporting profile and the profile mounting groove are inserted through the third insertion part and the fourth insertion part.

[0008] Optionally, the third insertion portion includes two third insertion protrusions arranged laterally opposite each other along the vehicle body floor. The third insertion protrusions extend downward from the bottom of the support profile and have an outwardly bent flange at the bottom end. The fourth insertion portion includes two fourth insertion recesses that extend downward from the bottom of the profile mounting groove and bend outward at their bottom ends.

[0009] Optionally, a deformation cavity for allowing elastic deformation is further provided at the transverse center of the second elastic support, the deformation cavity extending longitudinally through the second elastic support.

[0010] Optionally, it further includes a plurality of second support components located between the vehicle body floor and the interior floor, and disposed at both longitudinal ends of the vehicle body floor and in the door area; the second support components include: An upper profile and a lower profile are arranged sequentially from top to bottom, and the two are connected by an elastic mounting part; a reinforcing plate is provided on the bottom surface of the upper profile, and the inner floor is threadedly connected to the upper profile and the reinforcing plate.

[0011] Optionally, the upper profile has a hollow cavity with a bottom opening, and the reinforcing plate is disposed inside the hollow cavity; The lower profile is a hollow rectangular closed cavity; The elastic mounting part is located between the upper profile and the lower profile, and a clearance cavity is provided at the center of the elastic mounting part, the clearance cavity gradually narrowing from top to bottom.

[0012] Optionally, the vehicle body floor has mounting bosses at both lateral ends, the mounting bosses are located longitudinally in the non-door area, and the interior floor is attached to the mounting bosses via vibration damping pads.

[0013] Optionally, it also includes: Damping slurry coatings are located on the top and bottom surfaces of the longitudinal center of the vehicle body floor, respectively. And / or, a sound-absorbing ceramic coating layer, located at both longitudinal ends of the vehicle body floor, on the top and bottom surfaces corresponding to the bogie area.

[0014] Optionally, the interior flooring further includes: Several interior floor modules are arranged longitudinally, and adjacent interior floor modules are fixed together by the second support component; The interior floor module located in the longitudinal middle of the interior floor is an aluminum honeycomb structure; and / or, the interior floor modules located at both longitudinal ends of the interior floor and corresponding to the bogie area are made of phenolic resin.

[0015] This application provides a rail vehicle including the floor described in any of the above embodiments.

[0016] An embodiment of this application provides a floor, comprising: an interior floor and a vehicle body floor arranged sequentially from top to bottom, the top surface of the vehicle body floor having a first insertion portion; a plurality of first support components located between the vehicle body floor and the interior floor, each first support component including a first elastic support portion, a support profile, and a second elastic support portion arranged sequentially from top to bottom; the support profile being fixed to the first elastic support portion and the second elastic support portion respectively, the second elastic support portion having a second insertion portion, and the first support components and the vehicle body floor being inserted and fixed via the second insertion portion and the first insertion portion.

[0017] Compared with the prior art, the rail vehicle and floor provided in this application embodiment have the following technical advantages: In this application, the interior floor and the vehicle body floor are arranged vertically. The top surface of the vehicle body floor is provided with a first insertion part. Several first support components are arranged between the interior floor and the vehicle body floor. The first support component includes a first elastic support part, a support profile, and a second elastic support part. The second elastic support part is provided with a second insertion part. The first support component and the vehicle body floor are fixed by insertion through the second insertion part and the first insertion part. The quick-connect support structure replaces the original method of adhesive bonding and then installing rubber pads, which improves the installation efficiency of the floor area process. At the same time, the elastic support part improves the vibration reduction and noise reduction effect of the train underframe and improves vehicle comfort. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a schematic diagram of the structure of a floor provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of the interior floor module provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of the vehicle body floor provided in an embodiment of this application; Figure 4 This is a schematic diagram of the transverse cross-sectional structure of the floor provided in an embodiment of this application; Figure 5A cross-sectional view of the second support component provided in an embodiment of this application; Figure 6 A cross-sectional view of the first support component provided in an embodiment of this application; Figure 7 This is a schematic diagram of the mounting boss provided in an embodiment of this application.

[0019] The following labels are shown in the attached diagram: Interior floor 10, vehicle body floor 20, first support component 30, second support component 40, vibration damping pad 50, floor cloth 60, glass wool 70; Interior floor module 11; First insertion part 21, mounting boss 22, damping slurry coating 23, sound-absorbing ceramic coating 24; First elastic support part 31, support profile 32, second elastic support part 33, second insertion part 331, profile mounting groove 332, fourth insertion part 3321, deformation cavity 333, third insertion part 321; Upper profile 41, lower profile 42, flexible mounting part 43, reinforcing plate 44. Detailed Implementation

[0020] This invention discloses a rail vehicle and its floor to solve the problem that the installation of existing rail vehicle floors requires the bonding of support profiles and is time-consuming.

[0021] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0022] Please see Figure 1-7 , Figure 1 This is a schematic diagram of the structure of a floor provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of the interior floor module provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of the vehicle body floor provided in an embodiment of this application; Figure 4 This is a schematic diagram of the transverse cross-sectional structure of the floor provided in an embodiment of this application; Figure 5 A cross-sectional view of the second support component provided in an embodiment of this application; Figure 6 A cross-sectional view of the first support component provided in an embodiment of this application; Figure 7 This is a schematic diagram of the mounting boss provided in an embodiment of this application.

[0023] In one specific embodiment, the floor provided in this application includes a vehicle body floor 20 and an interior floor 10; the interior floor 10 is located above the vehicle body floor 20, and the two are arranged sequentially from top to bottom; it is understood that the interior floor 10 is located at the top layer and is directly exposed to passengers or the usage environment, while the vehicle body floor 20 is located at the bottom layer and is part of the vehicle structure, usually made of metal or composite materials, such as aluminum alloy or stainless steel; in one embodiment, it is preferable to provide a floor cloth 60 above the interior floor 10, and the floor cloth 60 can be set as a TPU composite material floor cloth 60, which is lightweight and comfortable.

[0024] A plurality of first support components 30 are provided between the vehicle body floor 20 and the interior floor 10 to achieve vibration reduction support; any first support component 30 includes a first elastic support part 31, a support profile 32 and a second elastic support part 33 arranged sequentially from top to bottom; the support profile 32 is fixed to the first elastic support part 31 and the second elastic support part 33 respectively, the second elastic support part 33 is provided with a second insertion part 331, and the first support component 30 and the vehicle body floor 20 are fixed by insertion through the second insertion part 331 and the first insertion part 21.

[0025] Each first support component 30 can be evenly distributed throughout the entire floor area, arranged in an array, staggered, or along the frame direction to avoid local stress concentration. The modular design facilitates mass production and on-site installation. The first elastic support 31 supports the interior floor 10, absorbs high-frequency vibrations, and provides foot comfort. The support profile 32 serves as the main load-bearing structure, typically made of aluminum or steel, ensuring overall rigidity. The second elastic support 33 connects to the vehicle floor 20, isolates low-frequency vibrations, and achieves a plug-in connection. The first and second elastic support components 31 and 33 can be configured as rubber pads, silicone pads, polyurethane damping pads 50, etc., while the support profile 32 is made of aluminum alloy. In a preferred embodiment, the first elastic support 31 is bonded to the top of the support profile 32, and the second elastic support 33 and the aluminum alloy profile are vulcanized and fixed together. Furthermore, the height of the first elastic support 31 can be adjusted according to the gap between the interior floor 10 and the vehicle floor 20 to adapt to different vehicle models and improve the applicability of the device.

[0026] It is understandable that the supporting profile 32 is fixed to the first elastic support part 31 and the second elastic support part 33 respectively to ensure that the three-layer structure is subjected to force in a coordinated manner, prevent interlayer slippage during use, and improve the overall structural stability and durability.

[0027] The top surface of the vehicle body floor 20 is provided with a first insertion part 21, and an integrally formed raised structure or groove structure, such as a dovetail groove, a T-groove, or a raised rib, is formed on the surface of the vehicle body floor 20. The second elastic support part 33 is provided with a second insertion part 331, which cooperates with the first insertion part 21 to achieve insertion and locking. It can be set as a tenon, a hook, or other structure. Its installation cross-connection does not require on-site drilling or welding, has a certain tolerance capacity, and can adapt to manufacturing and assembly errors. It can be understood that the entire interior floor 10 system is "suspended" on the vehicle body floor 20 through multiple support components to form a floating floor structure. The double elastic layer plus floating structure can significantly reduce the transmission of wheel and rail noise and engine vibration to the carriage. The insertion design allows workers to complete the installation by hand or with simple tools, improves the assembly speed, and can achieve functions such as support, vibration reduction, noise reduction, and rapid installation, reduce labor costs, extend the maintenance cycle, and reduce the total life cycle cost.

[0028] Compared with the prior art, the rail vehicle and floor provided in this application embodiment have the following technical advantages: In this application, the interior floor 10 and the vehicle body floor 20 are arranged vertically. The top surface of the vehicle body floor 20 is provided with a first insertion part 21. A plurality of first support components 30 are arranged between the interior floor 10 and the vehicle body floor 20. The first support component 30 includes a first elastic support part 31, a support profile 32 and a second elastic support part 33. The second elastic support part 33 is provided with a second insertion part 331. The first support component 30 and the vehicle body floor 20 are fixed by insertion through the second insertion part 331 and the first insertion part 21. The quick-connect support structure replaces the original method of bonding and then installing rubber pads, which improves the installation efficiency of the floor area process. At the same time, the elastic support part improves the shock absorption and noise reduction effect of the train underframe and improves the vehicle comfort.

[0029] In one alternative embodiment, the first insertion portion 21 includes two first insertion protrusions arranged laterally opposite to each other along the vehicle body floor 20, the first insertion protrusions extending upward from the top surface of the vehicle body floor 20 and having an inwardly bent flange at the top end; the second insertion portion 331 is located on the lateral sidewall of the second elastic support portion 33 and includes two second insertion recesses recessed in the lateral sidewall of the second elastic support portion 33.

[0030] The first insertion protrusion is a strip-shaped structure protruding upward from the top surface of the vehicle body floor 20. Two protrusions are arranged opposite each other in the transverse direction (i.e., the width direction of the floor) to form a symmetrical clamping structure; specifically, they are protruding ribs formed from extruded metal profiles. The first insertion protrusion forms a groove-shaped guide rail structure to accommodate the bottom of the first support component 30 and provides left and right limiting functions to prevent the first support component 30 from sliding laterally. The first insertion protrusion extends upward to form a vertical edge of a certain height, increasing the connection rigidity, and the upper edges of the two first insertion protrusions bend towards each other, forming an approximately "C"-shaped cross-section. It can be understood that the flanged portion forms a "narrow entrance, wide interior" slot, facilitating insertion and preventing dislodgement; the flanged portion can prevent the first support component 30 from vertically detaching upwards.

[0031] The second insertion recess is located in the recessed areas on the left and right side walls of the second elastic support 33. There are two of them, corresponding to the two first insertion protrusions on the vehicle floor 20. The shape of the second insertion recess matches the shape of the first insertion protrusion, achieving a fitting. The second insertion recess wraps around the first insertion protrusion, completing the mechanical locking; the elastic material can deform slightly to accommodate manufacturing errors; the two side recesses bear the load evenly, avoiding stress concentration at a single point.

[0032] The bottom of the first support component 30 is slid into / pressed into the "guide groove" formed by two first insertion protrusions with flanges from above or to the side. The second insertion recess of the second elastic support part 33 is engaged with the first insertion protrusion. The flanged part prevents it from falling off, forming a stable, detachable, vibration-damping and isolation connection structure.

[0033] In another embodiment, the top of the second elastic support portion 33 is provided with a profile mounting groove 332, and the support profile 32 is located in the profile mounting groove 332; the bottom of the support profile 32 is provided with a third insertion portion 321; the bottom of the profile mounting groove 332 is provided with a fourth insertion portion 3321, and the support profile 32 and the profile mounting groove 332 are inserted through the third insertion portion 321 and the fourth insertion portion 3321.

[0034] A profile mounting groove 332 is formed on the upper surface of the second elastic support 33. Its shape matches the bottom contour of the support profile 32 to accommodate and position the support profile 32. At the same time, the two are vulcanized together and fixed. This achieves precise positioning of the support profile 32 on the second elastic support 33, provides vertical limit, prevents the support profile 32 from jumping up and down, and improves the overall structural rigidity.

[0035] Specifically, the bottom surface of the support profile 32 is provided with a third insertion portion 321, preferably a downwardly extending protruding structure, such as a rib or a T-shaped head; serving as the active end of the insertion connection, it is used to cooperate with the fourth insertion portion 3321 in the profile mounting groove 332 to transmit load. The fourth insertion portion 3321 is located at the bottom of the profile mounting groove 332 and is an upwardly opening groove. By pressing the support profile 32 vertically into the profile mounting groove 332 and inserting the third insertion portion 321 into the fourth insertion portion 3321, mechanical locking is completed. Preferably, a slight interference fit is used to prevent loosening. This avoids rigid metal-to-metal connections and maintains the integrity of the elastic layer.

[0036] Furthermore, the third insertion portion 321 includes two third insertion protrusions arranged laterally opposite each other along the vehicle body floor 20, the third insertion protrusions extending downward from the bottom of the supporting profile 32, and having an outwardly bent flange at the bottom end; the fourth insertion portion 3321 includes two fourth insertion recesses extending downward from the bottom of the profile mounting groove 332, and having an outwardly bent bottom end.

[0037] The third insertion protrusion consists of two symmetrical protrusions at the bottom of the supporting profile 32, arranged opposite each other in the transverse direction (i.e., the width of the floor) to prevent displacement of the supporting profile 32 in the transverse or torsional direction and avoid stress concentration at a single point. The third insertion protrusion extends downward to form a column structure of a certain height. The lower edges of the two third insertion protrusions bend away from each other to facilitate insertion into the fourth insertion recess and prevent vertical dislodgement. When the third insertion protrusion is inserted, it compresses the elastic arm of the fourth insertion recess. After being inserted to the bottom, the elastic arm returns to its original shape, and its outwardly bent end locks the flange of the third insertion protrusion, forming an interlocking structure to prevent vertical dislodgement while maintaining lateral stability.

[0038] In another embodiment, a deformation cavity 333 for allowing elastic deformation is further provided at the transverse center of the second elastic support 33, and the deformation cavity 333 extends longitudinally through the second elastic support 33. The transverse center refers to the geometric center region of the second elastic support 33 in the width direction of the floor. The deformation cavity 333 is located here to ensure uniform pressure on the left and right elastic bodies, reduce local stiffness, enable the support assembly to produce controllable bending under vertical load, increase compression / bending flexibility, avoid eccentric stress concentration, guide deformation to occur in a preset area, avoid random cracking or local failure, improve the compliance and response sensitivity of the overall structure, absorb impact energy, and adapt to installation errors or vehicle body deformation. At the same time, the deformation cavity 333 extends longitudinally through the second elastic support 33, and elastic compression can occur along the entire length direction.

[0039] In another optional embodiment, the floor further includes a plurality of second support components 40 located between the vehicle body floor 20 and the interior floor 10, and disposed at both longitudinal ends of the vehicle body floor 20 and the door area; the second support component 40 includes an upper profile 41 and a lower profile 42 arranged sequentially from top to bottom, and the two are connected by an elastic mounting part 43; the upper profile 41 is provided with a reinforcing plate 44, and the interior floor 10 is threadedly connected to the upper profile 41 and the reinforcing plate 44.

[0040] Different types of support components are used in different areas of the interior floor 10 and the vehicle body floor 20. Local structural reinforcement is provided at the ends of the vehicle body floor 20 and at the doors. It is understood that the front and rear end areas of the vehicle, usually near the end walls or joints, are susceptible to tensile and compressive deformation. Passengers frequently get on and off the vehicle in the door area, which bears concentrated loads, impacts and vibrations, and the floor must be flat and sealed. The upper profile 41 is fixed to the interior floor 10, providing a mounting base. The upper profile 41 is provided with a reinforcing plate 44, which is a metal plate, such as a steel plate or a filter plate. The upper profile 41 has a hollow cavity with an opening at the bottom. The reinforcing plate 44 is fixed in the hollow cavity and has a downward-facing central part, which helps to reduce weight and provide a certain amount of elastic space. The reinforcing plate 44 is set in the hollow cavity to enhance the rigidity and stability of the overall structure and to distribute the load. The interior floor 10 is fixed by riveting or bolting, forming a high-strength installation platform together with the upper profile 41. This enhances the connection strength and prevents the threaded connection from loosening or tearing under long-term vibration. It evenly transfers the concentrated load of the interior floor 10 to the upper profile 41. Preferably, the reinforcing plate 44 is fixed to the upper profile 41 by two rivets. The interior floor 10 is directly fixed to the top surface of the upper profile 41 and the reserved holes of the reinforcing plate 44 using screws, bolts, and other threaded fasteners, forming a rigid connection to ensure that the floor in this area is stable and does not loosen. The elastic mounting part 43 realizes vibration reduction, buffering, and displacement adaptation; it retains a certain vibration reduction function and avoids a completely rigid connection. The lower profile 42 is connected to the vehicle body floor 20 to transfer the load; it significantly improves the local bending stiffness and load-bearing capacity. Optionally, the reinforcing plate 44 is a 3-8mm thick Q235 reinforcing iron plate, such as 4mm.

[0041] Specifically, the lower profile 42 is a hollow rectangular closed cavity, thereby reducing weight while ensuring support strength and resistance to deformation. The flexible mounting part 43 is located between the upper profile 41 and the lower profile 42, and a clearance cavity is provided at the center of the flexible mounting part 43, with the clearance cavity gradually narrowing from top to bottom. The flexible mounting part 43 is located in the connection area between the upper and lower profiles, used to absorb vibration, reduce noise, and allow a certain degree of displacement, thereby improving ride comfort. A cavity that gradually narrows from top to bottom is provided at the center of the flexible mounting part 43, providing additional space for fasteners.

[0042] In another embodiment, mounting bosses 22 are provided at both lateral ends of the vehicle body floor 20. The mounting bosses 22 are located longitudinally in non-door areas, such as the middle or end of the vehicle compartment, on the sides of areas not near entrances or exits. This avoids the bosses affecting the mobility or sealing performance of the floor below the door. The interior floor 10 overlaps the mounting bosses 22 with vibration damping pads 50. The vibration damping pads 50 are, for example, rubber pads, silicone pads, or EVA foam. When a passenger steps on the side wall, the edge floor transfers the load to the mounting bosses 22 through the vibration damping pads. The vibration damping pads absorb high-frequency vibrations and impact noise. The overlapping structure allows for slight relative displacement, adapting to the bending deformation of the vehicle body.

[0043] In one optional embodiment, the damping slurry coating 23 is located on the top and bottom surfaces of the longitudinal center of the vehicle body floor 20, respectively; and / or, the sound-absorbing ceramic coating layer 24 is located on the top and bottom surfaces of both longitudinal ends of the vehicle body floor 20, corresponding to the bogie area. The damping slurry coating 23 is a polymeric viscoelastic material (such as asphalt-based or water-based damping coating), which is applied to the metal surface and cured to form a viscoelastic layer. The coating covers the top and bottom surfaces, achieving a double-sided constraint damping effect. When the vehicle body floor 20 undergoes bending vibration due to wheel-rail excitation, the damping slurry layer undergoes shear deformation during the deformation of the metal plate, converting mechanical vibration energy into heat energy and achieving energy dissipation; significantly reducing the resonance peak and radiated noise of the structure. The sound-absorbing ceramic coating 24 is a composite coating containing ceramic microspheres, hollow glass beads, or functional fillers, possessing sound absorption and heat insulation properties. It is located near the front and rear ends of the vehicle, typically in the equipment compartment or above the bogie; corresponding to the location of the vehicle's powertrain, it absorbs structural and airborne sound from the bogie; suppresses local high-frequency noise; provides additional thermal protection; and is impact-resistant and stone-jaw-resistant. Optionally, both the damping slurry coating 23 and the sound-absorbing ceramic coating 24 are 2-4 mm thick, preferably 2 mm.

[0044] In one alternative embodiment, the interior floor 10 further includes: Several interior floor modules 11 are arranged longitudinally, and adjacent interior floor modules 11 are fixed together by a second support component 40; The interior floor module 11 located in the longitudinal middle of the interior floor 10 is made of aluminum honeycomb material; and / or, the interior floor modules 11 located at both longitudinal ends of the interior floor 10 and corresponding to the bogie area are made of phenolic resin material.

[0045] The interior floor 10 is divided into multiple independent interior floor modules 11 arranged along the vehicle's length (longitudinal direction); this improves assembly flexibility and adapts to different vehicle lengths; partial damage only requires replacement of a single module, facilitating maintenance. The second support component 40 not only supports the floor but also acts as a connection node between the interior floor modules 11; it is typically located below the joint between two interior floor modules 11; through the upper profile 41 and reinforcing plate 44, two adjacent interior floor modules 11 are simultaneously fixed to a single support point, improving the rigidity and load-bearing capacity of the joint. The aluminum honeycomb panel consists of upper and lower aluminum alloy panels and a central hexagonal aluminum honeycomb core; it is lightweight, has good sound and heat insulation performance, and produces no abnormal noise; the phenolic material has excellent fire resistance and a certain vibration damping and sound absorption capacity.

[0046] In another embodiment, 32 is installed within the cavity of the interior floor 10 and the vehicle body floor 20. kg / m 3 The glass wool 70 has a thickness of 50-80mm, preferably 60mm; and a 1.2mm sound insulation pad is installed under the floor at the bogie position, with the sound insulation pad located above the glass wool 70.

[0047] Meanwhile, the diagonal ribs in the hollow aluminum alloy profile structure of the vehicle body floor 20 effectively insulate sound. The mounting bosses 22 on both sides of the floor are directly extruded from the vehicle body profile, eliminating the need for bonding reinforced ground beams and improving the installation efficiency of the floor area. The floor uses a combination of phenolic flooring and aluminum honeycomb flooring. Aluminum honeycomb flooring is used in the passenger compartment area, achieving a sound insulation of 28dB. Phenolic composite flooring is used in the end bogie area, achieving a sound insulation of 31dB.

[0048] Based on the aforementioned floor, this application also provides a rail vehicle including the floor described in any of the above embodiments.

[0049] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0050] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A type of flooring, characterized in that, include: The interior floor and the vehicle body floor are arranged sequentially from top to bottom, and the top surface of the vehicle body floor is provided with a first insertion part; A plurality of first support components are located between the vehicle body floor and the interior floor. Each first support component includes a first elastic support part, a support profile and a second elastic support part arranged sequentially from top to bottom. The support profile is fixed to the first elastic support part and the second elastic support part respectively. The second elastic support part is provided with a second insertion part. The first support component and the vehicle body floor are fixed by insertion through the second insertion part and the first insertion part.

2. The flooring according to claim 1, characterized in that, The first insertion portion includes two first insertion protrusions arranged laterally opposite to each other along the vehicle body floor. The first insertion protrusions extend upward from the top surface of the vehicle body floor and have an inwardly bent flange at the top. The second insertion portion is located on the lateral sidewall of the second elastic support portion, and includes two second insertion recesses recessed in the lateral sidewall of the second elastic support portion.

3. The flooring according to claim 1, characterized in that, The top of the second elastic support is provided with a profile mounting groove, and the support profile is located in the profile mounting groove; The bottom of the supporting profile is provided with a third insertion part; the bottom of the profile mounting groove is provided with a fourth insertion part, and the supporting profile and the profile mounting groove are inserted through the third insertion part and the fourth insertion part.

4. The flooring according to claim 3, characterized in that, The third insertion part includes two third insertion protrusions arranged laterally opposite each other along the vehicle body floor. The third insertion protrusions extend downward from the bottom of the support profile and have an outwardly bent flange at the bottom end. The fourth insertion portion includes two fourth insertion recesses that extend downward from the bottom of the profile mounting groove and bend outward at their bottom ends.

5. The flooring according to claim 1, characterized in that, The second elastic support is further provided with a deformation cavity at its transverse center to allow elastic deformation, and the deformation cavity extends longitudinally through the second elastic support.

6. The flooring according to claim 1, characterized in that, It also includes several second support components located between the vehicle body floor and the interior floor, and disposed at both longitudinal ends of the vehicle body floor and in the door area; the second support components include: An upper profile and a lower profile are arranged sequentially from top to bottom, and the two are connected by an elastic mounting part; the upper profile is provided with a reinforcing plate, and the inner floor is threadedly connected to the upper profile and the reinforcing plate.

7. The flooring according to claim 6, characterized in that, The upper profile has a hollow cavity with an opening at the bottom, and the reinforcing plate is provided inside the hollow cavity; The lower profile is a hollow rectangular closed cavity; The elastic mounting part is located between the upper profile and the lower profile, and a clearance cavity is provided at the center of the elastic mounting part, the clearance cavity gradually narrowing from top to bottom.

8. The flooring according to claim 1, characterized in that, The vehicle body floor has mounting bosses at both ends in the lateral direction. The mounting bosses are located in the non-door area in the longitudinal direction. The interior floor is attached to the mounting bosses by vibration damping pads.

9. The flooring according to claim 1, characterized in that, Also includes: Damping slurry coatings are located on the top and bottom surfaces of the longitudinal center of the vehicle body floor, respectively. And / or, a sound-absorbing ceramic coating layer, located at both longitudinal ends of the vehicle body floor, on the top and bottom surfaces corresponding to the bogie area.

10. The flooring according to claim 6, characterized in that, The interior flooring also includes: Several interior floor modules are arranged longitudinally, and adjacent interior floor modules are fixed together by the second support component; The interior floor module located in the longitudinal middle of the interior floor is an aluminum honeycomb structure; and / or, the interior floor modules located at both longitudinal ends of the interior floor and corresponding to the bogie area are made of phenolic resin.

11. A rail vehicle, characterized in that, Includes the flooring as described in any one of claims 1-9.

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