SHOCK-PROOF CHAMBER WALLS

Description

[0001] The invention relates to a shock-resistant chamber wall for use on a ship.

[0002] Compartment walls are used on ships to separate different spaces, such as cabins or passageways, between decks and bulkheads. These walls consist of thin, non-load-bearing panels and are solely designed to divide the space. A distinction is typically made between wall panels and ceiling panels. The ceiling panels are usually rigidly connected to the wall panels. The wall panels, in turn, are rigidly attached to the decks and held in place by vibration-damped brackets on the bulkheads.

[0003] However, this design has a significant disadvantage in warships: in the event of a hit, the resulting shock wave traveling through the ship can cause severe damage. This danger arises because the shock wave is slowed down by internal damping within the ship's structure. The wall panels, however, exhibit different internal damping than the rest of the ship's structure. As a result, the wall panels can move at a different speed than the surrounding bulkheads and decks, collide with them, and thus cause severe damage not only to the wall panels but also to the bulkheads and decks. The same applies to the ceiling panels.

[0004] CN 104 210 621 relates to a ship's compartment system. The system features a connection between ceiling and wall panels and an upper and lower deck. An angle bracket connects a head profile to a strut attached to the upper deck, with the head profile in turn gripping and guiding the wall panel. Additionally, a floor profile welded to the lower deck also grips and secures the wall panel. The angle bracket is connected to the strut and the head profile using bolted connections. A rubber insert is placed between the components, and another rubber insert is located between the bolt head and the head profile. A further rubber insert is positioned between the wall panel and the floor profile. These rubber inserts are intended to dampen vibrations, thereby increasing comfort for the occupants of the respective compartments.Furthermore, vibration damage to other objects attached to the walls is to be reduced. This document discloses a chamber wall according to the preamble of claim 1.

[0005] CN 113 77 2011 concerns a shock-absorbing structure for a ship. This structure is used on cutter suction dredgers and is intended to improve comfort in crew quarters. The presented shock-absorbing structure is designed to offer simplified and accelerated assembly, improved shock absorption capacity, and stability.

[0006] DE 699 13 288 T2 relates to a prefabricated living space for a ship and an installation method for such a living space on a ship. This involves the use of wall panels that are fixed in internal profiles with fastening elements. EP 2 093 344 A1 relates to wall panels for a ship and a method for manufacturing these wall panels. The wall panels are intended to be easy to install. For this purpose, two adjacent wall panels have congruent butt edges that are flush with each other.

[0007] Based on this, the invention aims to provide a chamber wall that is protected against the effects of a shock.

[0008] The problem is solved by a shock-resistant chamber wall with the features of claim 1. Advantageous embodiments of the chamber wall are specified in the dependent claims and in the following description.

[0009] The chamber wall according to the invention for use on a ship comprises a wall panel extending vertically between an upper and a lower deck, with planar wall sides oriented perpendicular to the decks; a floor profile having a vertical leg and a horizontal leg, which is rigidly connected to a lower deck, wherein the wall panel is rigidly connected to the vertical leg of the floor profile; means for vertical guidance, which are connected to an upper deck via a first vibration-damping spacer and guide the wall panel, wherein the means for vertical guidance are a U-shaped, downwardly open head profile which at least partially encompasses the wall panel; characterized bya shock-absorbing insert positioned between the wall panel and the top deck, wherein the U-shaped downward-opening head profile fully encompasses and accommodates the shock-absorbing insert, and the shock-absorbing insert is a stuffing insulation.

[0010] The invention is based on the understanding that shock waves are transmitted at different speeds by different parts of the ship's structure. These differing transmission speeds can cause two components (for example, a deck and a wall panel) to move in opposite directions, potentially leading to damage. Therefore, it is advantageous to decouple different ship components that transmit shock waves at different speeds.

[0011] According to the invention, decoupling is achieved by vertically arranged means for vertical guidance, which are connected to an upper deck, and by a shock-absorbing insert. The shock-absorbing insert is arranged between the wall panel and the upper deck. The means for vertical guidance are designed such that the wall panel is guided in the vertical direction, allowing the wall panel to move independently of the upper deck.

[0012] If the upper deck and the wall panel move sufficiently far towards each other vertically as a result of a shock, the wall panel does not directly collide with the vertical guides or the upper deck, but instead compresses the shock-absorbing insert. This insert absorbs the resulting impact forces through deformation, thus preventing damage. The deformation of the shock-absorbing insert can be elastic and / or plastic.

[0013] The means for vertical guidance can be implemented in various ways. It is possible to guide the wall panel along its entire length, or it is possible to provide guidance only at a few, spatially limited points. Several solutions are suitable for this purpose, and the most suitable depends on the wall panel's materials, its weight and strength, as well as the resulting costs. Preferred solutions include the use of relatively simple profile systems. These include, for example, U-shaped profiles into which the wall panel is inserted, or two L-profiles between which the wall panel is positioned and thus guided vertically and longitudinally. Another possibility is a profile that fits into a corresponding recess on an upper end face of the wall panel.The use of such profiles, or similar ones, is particularly advantageous because the profiles are cost-effective and their processing is well-established. Furthermore, more specialized guide elements can be used for linear guidance. These include, for example, telescopic guides, guide rails, or other linear guides. These machine elements, designed for guidance, are capable of precisely defining the direction of movement for the wall panels and absorbing high forces.

[0014] On its underside, the wall panel is connected to a floor profile that has at least one vertical and one horizontal leg. The horizontal leg is rigidly connected to the lower deck, while the vertical leg is rigidly connected to the wall panel. Under normal operating conditions, the wall panel is thus secured against slippage or other movement, allowing the individual compartments of the ship to be separated. In the event of a hit, however, vertical movement of the wall panel is possible, without this movement necessarily occurring in conjunction with the upper and lower decks, because only the underside of the wall panel is rigidly connected to a deck.

[0015] According to one embodiment, the shock-absorbing insert is guided by the vertical guidance means. For this purpose, the shock-absorbing insert is positioned, for example, between an upper end face of the wall panel and an end stop of the vertical guidance means, with the shock-absorbing insert being encompassed by the vertical guidance means. In the event of a shock, the guidance of the shock-absorbing insert by the vertical guidance means allows for a controlled transfer of force from the wall panel into the shock-absorbing insert.

[0016] In one design, the base profile is a U-shaped profile into which the wall profile is inserted. A U-shaped profile is easy to attach to the lower deck and also allows for the straightforward insertion of the wall panel. The U-shape guides the wall panel on both sides, improving load-bearing capacity. Furthermore, the U-shaped profile's grip on both sides of the wall panel facilitates joining the wall panel and the base profile. For example, one vertical leg of the profile can have a hole, while the other has a thread, allowing for easy fastening with a screw.

[0017] According to the invention, the means for vertical guidance are a U-shaped, downwardly open head profile that at least partially encompasses the wall panel and completely encloses the shock-absorbing insert. These U-shaped profiles for vertical guidance grip the wall panels on both sides, thus providing effective guidance without the need for additional components. Furthermore, such profiles easily accommodate the shock-absorbing insert, eliminating the need for further structural elements, which in turn reduces production and assembly costs.

[0018] According to one embodiment of the invention, the means for vertical guidance are rigidly connected to a horizontally extending ceiling panel with flat wall surfaces aligned parallel to the decks. The connection is located on a component of the means for vertical guidance that is decoupled from the movement of the wall panel. The use of the ceiling panel makes it possible to limit the height of ship interiors. Furthermore, the ceiling panel provides acoustic and thermal insulation for the ship's interiors. Heat loss during heating or cooling can thus be limited by the ceiling panel. The ceiling panel is also particularly advantageous with regard to visual design, for example, for concealing pipes.

[0019] Connecting the ceiling panel to a component of the vertical guidance system that is decoupled from the movement of the wall panel enhances the shock resistance of the chamber walls. For example, with a guide using a U-shaped profile, the ceiling panel is connected directly to the profile. With a linear guide, the connection is made to the part of the linear guide that is connected to the upper deck. This type of connection to the rest of the ship's structure decouples the ceiling panel from any movement of the wall panel, particularly in the event of a shock load. As a result, the wall panel remains shock-insulated, even when a ceiling panel is present. In conventional shipbuilding, however, this is not the case, as it is standard practice to connect ceiling panels directly to wall panels.

[0020] According to one embodiment of the invention, the ceiling panel is screwed to an L-profile, which is connected to the vertical guides using pop rivets. Screwing the ceiling panel and the L-profile together provides a simple and secure way to join these two components, while the use of pop rivets to connect the L-profile to the vertical guides also satisfies aesthetic requirements.

[0021] According to one embodiment of the invention, the wall panel comprises several layers, with a metal layer arranged on the outer sides of the wall and an insulating layer arranged between the wall layers. Such a multi-layered structure allows the wall panel to optimally meet the specified requirements. The metal layers on the outer sides constitute the load-bearing structure, which absorbs forces. This allows other objects to be attached to these walls, and in the event of a collision with other objects in the room, the wall panel can absorb the forces resulting from this collision.By using insulating material between the outer metal layers, the vibration characteristics can be precisely adjusted, ensuring sufficient insulation against both vibrations and noise. Furthermore, thermal insulation is also possible, allowing, for example, waste heat from an engine room to be kept away from a work area. Conversely, it is also possible to prevent heat loss when a room needs to be heated or cooled. The insulating material must be selected according to the desired vibration, noise, and thermal insulation properties. It is also important to consider that the resulting overall weight, determined by the thickness and density of the metal layer and the insulating material, has a significant impact on the impact of a shock.If the wall panel is too heavy, the shock-absorbing insert may not be able to absorb the resulting forces, and damage to the chamber wall may occur.

[0022] According to one embodiment of the invention, the insulating material layer has a density of < 150 kg / m³. Such a density provides sufficient properties with regard to vibration, noise generation, and thermal insulation. Furthermore, this density results in a total mass of the wall panel that exhibits favorable shock resistance properties when combined with a suitable shock-insulating insert.

[0023] The shock-absorbing insert is a type of insulation. This type of insulation is commonly used in the construction of wall panels, such as mineral wool, and is therefore regularly present in the construction of the chamber walls. Using this material ensures shock resistance and also allows for the simplest possible construction process, as the handling is well-established.

[0024] According to one embodiment of the invention, the density of the packing insulation is less than 36 kg / m³. By selecting a density of less than 36 kg / m³ for the packing insulation, the required shock resistance of the packing insulation can be adjusted, while simultaneously ensuring that it also possesses sufficient vibration-damping properties. In cases where the ship is operated normally and no shock load is present, the packing insulation also helps to eliminate unwanted noise and vibrations. When selecting the density to increase or adjust the shock resistance, it is important that only a small amount of the wall panel's movement is transmitted to the upper deck, while simultaneously preventing damage to the packing insulation. The packing insulation, acting as a shock-absorbing insert, should withstand at least two impacts without causing complete damage to the chamber wall.By choosing a packing insulation with the correct density, it is ensured that both the requirements for shock resistance and the requirements regarding vibrations and noise development are met, and thus there is a match to the weight of the wall panel and also, if applicable, the ceiling panel.

[0025] According to one embodiment of the invention, the shock-absorbing insert has a height of 50 mm in the vertical direction. In the event of a shock, the shock-absorbing insert is compressed by the upper deck and wall panel moving relative to each other. Therefore, considering the weight of the wall panel, the shock-absorbing insert must be sufficiently high so that it can absorb the forces and is not completely damaged by a single shock.

[0026] According to one embodiment of the invention, the encompassing part of the head profile has a height of 90 mm. This height of 90 mm ensures that a sufficient portion of the wall panel is enclosed, even though the shock-absorbing insert is located above the wall panel. This adequate dimensioning of the enclosure ensures that the wall panel is held securely during normal operation and is adequately guided in the event of a shock.

[0027] According to the invention, the means for vertical guidance are connected to the upper deck via a first vibration-damping spacer. As described above, the density of the shock-absorbing packing insulation is matched to the weight of the wall panel and, if applicable, the ceiling panel. To withstand the shock, this density is generally quite high, meaning that the vibration- and noise-dampening properties may not necessarily meet all requirements. For this reason, a vibration-isolating spacer can be located between the means for vertical guidance and the upper deck. This spacer typically consists of an elongated metal structure with a vibration-damping insert at one point, which may be made of, for example, plastic or rubber.Such vibration-damping spacers are also used in conventional shipbuilding, where they are typically employed to secure chamber walls. However, they do not provide the necessary shock resistance on their own, as they directly transmit larger accelerations, for example, from the wall panels. The consequence would be that, in the event of a shock, the wall panels would collide directly with the upper deck via the spacer, potentially leading to the damage that needs to be avoided.

[0028] According to a further embodiment of the invention, the wall panel is connected to a bulkhead or bulwark via a second vibration-damping spacer. This connection provides additional stabilization and vibration isolation. The vibration isolation reduces both unwanted vibrations and noise. The spacers for attaching the wall panel to the bulkheads can be constructed similarly to those used for attaching the wall panel to an upper deck. This means they consist of a metallic base and a vibration-damping insert.Depending on the desired noise and vibration insulation, it is possible to use several of the second vibration-damping spacers to connect the wall panel to the bulkhead or the bulwark.

[0029] According to one embodiment of the invention, the bottom profile is welded to the lower deck. Welding the bottom profile, to which the wall panel is attached, is preferred because the deck is made of steel and is a common joining method in shipbuilding. It is easy to perform and enables a high-strength connection of the bottom profile.

[0030] According to one embodiment of the invention, the wall panel is screwed to the base profile. Especially when fastening the wall panel, which often contains non-metallic inserts, screwing is preferable to other joining techniques, such as welding. The required strength can be achieved by selecting a sufficient number of adequately sized screws. The number and dimensions of the screws should be determined not only with regard to typical loads but also to account for the effects of shock. It is important to consider that shock can occur in the X, Y, and Z directions, so the screw dimensions and the selection of a suitable number of screws also depend on any longitudinal load.The longitudinal direction is defined by the main direction of expansion in which the floor profile points, to which the wall profile is attached.

[0031] According to one embodiment of the invention, a rubber insert is arranged between the underside of the wall panel and the base profile. The rubber insert improves noise and vibration damping. This is a typical addition used when joining a wall panel and a baseboard. The rubber insert can also be advantageous during installation, as it prevents the wall panel from slipping relative to the base profile until they are firmly connected by screws or similar fasteners. Furthermore, the rubber insert provides a seal against moisture.

[0032] According to one embodiment of the invention, the first vibration-damping spacer is welded to the upper deck and / or the second vibration-damping spacer is welded to the bulkhead. Welding is a common method for joining the spacers to the bulkhead or deck. As already explained above, this technique is common in shipbuilding and offers the advantage of a very strong, i.e., high-strength, connection. The spacers are designed for this type of connection, but other spacers could also be used, which can be connected to the bulkhead or deck by other joining methods, such as bolting.

[0033] According to one embodiment of the invention, the wall panel has a thickness of 25 mm or 50 mm. By selecting a suitable thickness, the noise- and vibration-insulating properties of a wall panel can be adjusted. A thickness of 50 mm is particularly suitable for separating chambers or corridors from one another, while a thickness of 25 mm is especially suitable for cladding bulkheads. The thickness also depends on whether ceiling panels are to be attached to the wall panels on only one or two sides, and whether the wall panels are to be attached to bulkheads using spacers.

[0034] According to one embodiment of the invention, a wall panel is clad with decorative sheeting on one or both sides. This cladding has the advantage of fulfilling the visual requirements for the wall panels. However, further functional properties can also be incorporated, such as fire protection insulation or additional vibration isolation of the wall panels. The type of cladding chosen depends on where the wall panel is to be used. Aesthetic design is particularly important in areas used by personnel.

[0035] According to one embodiment of the invention, the ceiling panel is clad with decorative sheeting on one or both sides of the ceiling. Cladding (also of the ceiling) leads to the advantages already described above with regard to aesthetics and other positive properties that also apply to the wall panel.

[0036] According to one embodiment of the invention, a wall panel has vertical end faces, one of which has an inwardly facing recess and another of which, located on the opposite side of the wall panel, has a projection complementary to the recess. This allows two identical wall panels to abut each other when the outwardly facing projection of one wall panel is inserted into the opening formed by the inwardly facing recess of the other wall panel. This type of tongue-and-groove joint creates a continuous surface connection between the individual wall panels. This enables the assembly of longer walls from multiple wall panels while maintaining a uniform appearance. Furthermore, this tongue-and-groove joint also allows forces to be transmitted between the wall panels.The majority of the forces are already transferred to the wall panels via the floor track and vice versa. However, especially with forces occurring in the longitudinal direction, it may be necessary to transfer forces between the wall panels as well.

[0037] According to one embodiment of the invention, the recess on one end face of the wall panel, which points inwards, is formed by the insulating material not extending over the entire area bounded by the flat sides of the wall, and the complementary projection on the other end face of the wall panel is formed by insulating material that protrudes from this end face and is at least partially provided with a metal coating on the outside. This method of implementing the tongue-and-groove joint described above allows for simple manufacturing and easy insertion of the wall panels. Only a portion of the insulating material needs to be recessed on one end face, while on the other side the existing metal layer is compressed slightly and filled with insulating material to form the tongue of the tongue-and-groove joint.This design also ensures a metal-to-metal contact between two wall panels, capable of absorbing relatively high forces. The end-to-end metal layers of the two wall panels can absorb forces in the longitudinal direction. Inside the tongue-and-groove joint, the metal of the outer layer of one wall panel, which forms the groove of the tongue-and-groove joint, rests against the slightly compressed metal components of the other wall panel. This design allows not only for fast and efficient on-site manufacturing and assembly, but also for flexible adaptation to various geometric requirements.

[0038] The invention is explained in more detail with reference to the following figures. The figures show: Fig. 1: a side view of the shock-resistant chamber wall; Fig. 2: a side view of the chamber wall without a bulkhead; Fig. 3: a top view of two wall panels.

[0039] In Fig. 1 Figure 1 shows a side view of the shock-resistant chamber wall according to the invention. The chamber wall is located between the upper deck 1 and the lower deck 2. The U-shaped base profile 3 is connected to the lower deck 2 by the weld 4. The opening of the U-shaped base profile 3 faces upwards, and the wall panel 5 is located in this opening and is connected to the U-shaped base profile 3 by a screw connection. The wall panel has outer metal layers 6, 7, and insulating material 8 is located between them. The insulating material has a density of < 150 kg / m³.

[0040] Above the wall panel 5 is the shock-absorbing insert 9, which is designed as a packing insulation. The packing insulation has a density of 36 kg / m³. Both the shock-absorbing insert 9 and the wall panel 5 are enclosed by the U-shaped head profile 10. It can be seen that the shock-absorbing insert 9 is completely enclosed by the U-shaped head profile, while the wall panel 5 is only partially enclosed in its upper area.

[0041] This design prevents the shock-insulating insert 9 from falling out. At the same time, the wall panel 5 is held in place during normal operation. However, relative movement in the vertical and longitudinal directions is possible between the U-shaped head profile 10 and the wall profile 5. In the event of a shock, the upper deck moves relative to the wall panel 5, causing the shock-absorbing insert 9 to be compressed. This is because the head profile 10 is firmly connected to the upper deck 1.

[0042] The rigid connection is achieved by the vibration-absorbing spacer 11. This is connected to the upper deck 1 by the weld 12. It has an insert 13 made of rubber or another vibration-isolating material and a further component 14, which ensures a gap between the upper deck 1 and the head profile 10. The connection between the head profile 10 and the vibration-isolating spacer 11 is achieved via a screw connection 15, which is firmly attached to the head profile 10.

[0043] Another vibration-isolating spacer 16 is located on the wall panel 5 and on the bulkhead 17. This spacer 16 has a different construction than the spacer 11. In this spacer 11, the vibration-damping insert 18 is screwed to the wall panel. The wall panel has a special rail 19 for this purpose. Furthermore, the part of the vibration-absorbing spacer 20 that ensures the distance is firmly welded to the bulkhead 17 via a weld 21.

[0044] In addition to the wall panel 5, an L-profile 22 is attached to the head profile 10 by means of a pop rivet 23. A ceiling panel 24 is attached to this upper L-profile 22 by means of the screw connection 25. The ceiling panel covers the underside of the deck 1. It is directly connected to the upper deck 1 by means of the head profile 10 and the spacer 11. In this way, shock resistance of the wall panel 5 is ensured. In conventional shipbuilding, the ceiling panel 24 would be connected to the wall panel 5, which would have a negative impact on shock resistance. It can be seen from the figure that the ceiling panel 24, unlike the wall panel 5, is not multi-layered.

[0045] In Fig. 2 is essentially the same construction as in Fig. 1As shown, however, it is evident that there is no bulkhead, so the wall panel 5 is not connected in any other way except via the bottom profile 3 or head profile 3. These are connected to the lower deck 2 and upper deck 1, respectively, as before. Furthermore, it is apparent that not only a single ceiling panel 24, but also another ceiling panel 25 is attached to the head profile 10.

[0046] Fig. 3Figure 2 shows a top view of two wall panels. From this view, it can be seen how wall panel 27 and wall panel 28 are fastened together via a tongue-and-groove joint. It is also evident that the wall panels have outer layers 29, 30 made of metal and an insulating layer 31 located between these metal outer layers 29, 30. The insulating layer 31 is recessed at the end, so that the metal layers 29, 30 protrude beyond the insulating layer 31, leaving a gap 32, which represents the groove of the tongue-and-groove joint. Furthermore, it can be seen that in the right part of wall panel 27, the insulating material 31 has been compressed by a folded portion of the metal outer layers 29, 30. This creates the extension 33, which represents the tongue of the tongue-and-groove joint.

[0047] The extension (tongue) 33 projects into the groove 32 of the second wall panel 28. The tongue-and-groove connection allows forces to be transferred between the wall panels and simultaneously ensures a flush finish between individual panels. This flush connection allows a continuous wall to be assembled from individual wall panels.

[0048] Due to appropriate dimensioning, the right-hand joints of the metal outer layer 29, 30 of the first wall panel 27 (tongue side) contact the left-hand joints of the metal outer layer 34, 35 of the second wall panel 28 (groove side). This allows forces in the longitudinal direction of the wall panels to be absorbed and transmitted. Simultaneously, in the area of ​​the tongue-and-groove joint, the inner surfaces of the metal coatings 34, 35 of the second wall panel 28 are also engaged with the outer surfaces of the metal coatings 29, 30 of the first wall panel 27. This ensures a seal and also allows the transmission of slight forces perpendicular to the wall panels 27, 28. REFERENCE MARK LIST

[0049] 1 Upper deck 2 Lower deck 3 U-shaped bottom profile 4 Weld 5 Wall panel 6 Metal outer layer 7 Metal outer layer 8 Insulation material 9 Shock-absorbing insert 10 U-shaped head profile 11 Spacer 12 Weld 13 Insert 14 Other component 15 Screw connection 16 Spacer 17 Bulkhead 18 Vibration-damping insert 19 Rail 20 Spacing component 21 Weld 22 L-profile 23 Pop rivet 24 Ceiling panel 25 Screw connection 26 Other ceiling panel 27 Wall panel 28 Wall panel 29 Outer layer 30 Outer layer 31 Insulation layer 32 Clearance 33 Extension 34 Outer layer 35 Outer layer

Claims

1. Shock-proof chamber wall for use on a ship, comprising • a wall panel (5) extending vertically between an upper and a lower deck (1, 2) with planar wall sides aligned perpendicular to the decks (1, 2), • a bottom profile (3) with a vertical leg and a horizontal leg, which is fixedly connected to a lower deck (2), wherein the wall panel (5) is fixedly connected to the vertical leg of the bottom profile (3), • means for vertical guiding, which are connected via a first vibration-damping spacer (11) to an upper deck (1) and guide the wall panel (5), • wherein the means for vertical guiding are a U-shaped, downwardly open head profile (10), which at least partially encompasses the wall panel (5), characterized by • a shock-absorbing insert (9), which is arranged between the wall panel (5) and the upper deck (1), • wherein the U-shaped, downwardly open head profile (10) completely encompasses and receives the shock-absorbing insert (9) and • the shock-absorbing insert (9) is a stuffing insulation.

2. Chamber wall according to claim 1, wherein the bottom profile (3) is a U-shaped profile into which the wall profile (5) is inserted.

3. Chamber wall according to one of the claims 1 to 2, wherein the means for vertical guiding are fixedly connected to a horizontally extending ceiling panel (24) with planar wall sides aligned parallel to the decks (1, 2), wherein the connection is located at a component of the means for vertical guiding that is decoupled from the movement of the wall panel (5).

4. Chamber wall according to claim 3, wherein the ceiling panel (24) is screwed to an L-profile (22), which is connected to the means for vertical guiding with pop rivets (23).

5. Chamber wall according to one of the claims 1 to 4, wherein the wall panel (5) comprises multiple layers, wherein a metal layer (6, 7) is arranged on the outside of the wall sides and a layer of insulating material (8) is arranged between the wall sides.

6. Chamber wall according to claim 5, wherein the layer of insulating material (8) has a density of 150 kg / m3.

7. Chamber wall according to one of the claims 1 to 6, wherein the density of the stuffing insulation is 36 kg / m3.

8. Chamber wall according to one of the claims 1 to 7, wherein the shock-absorbing insert (9) has a height of 50 mm.

9. Chamber wall according to one of the claims 1 to 8, wherein the encompassing part of the head profile (10) has a height of 90 mm.

10. Chamber wall according to one of the claims 1 to 9, wherein the wall panel is connected via a second vibration-damping spacer (20) to a bulkhead (17) or a ship's side.

11. Chamber wall according to one of the claims 1 to 10, wherein the bottom profile (3) is welded to the lower deck (2).

12. Chamber wall according to one of the claims 1 to 11, wherein the wall panel (5) is screwed to the bottom profile (3).

13. Chamber wall according to one of the claims 1 to 12, wherein a rubber insert is arranged between the underside of the wall panel (5) and the bottom profile (3).

14. Chamber wall according to one of the claims 1 or 13, wherein the first vibration-damping spacer (11) is welded to the upper deck (1) and / or the second vibration-damping spacer (20) is welded to the bulkhead.

15. Chamber wall according to one of the claims 1 to 14, wherein the wall panel (5) has a thickness of 25 mm or 50 mm.

16. Chamber wall according to one of the claims 1 to 15, wherein the wall panel (5) is clad with decorative sheet metal on one or on both wall sides.

17. Chamber wall according to one of the claims 4 to 16, wherein the ceiling panel (24) is clad with decorative sheet metal on one or on both ceiling sides.

18. Chamber wall according to one of the claims 1 to 17, wherein a wall panel has vertical end faces, wherein one vertical end face has an inwardly facing recess and another vertical end face arranged on an opposite side of the wall panel has a projection complementary to the recess, such that two identical wall panels terminate with each other when the outwardly protruding projection of the one wall panel is inserted into the opening formed by the inwardly facing recess of the other wall panel.

19. Chamber wall according to claims 17 and 18, wherein the inwardly facing recess at the one end face of the wall panel is formed in that the insulating material does not extend over the complete area bounded by the planar wall sides, and the projection complementary to the recess at the other end face of the wall panel is formed by insulating material which protrudes at this end face and is at least partially provided with a metal coating on the outside.