Rail vehicle with a dilation profile and method of manufacturing a rail vehicle

Abstract

The invention relates to a rail vehicle with a car body having an upper and a lower level separated by an intermediate floor. The intermediate floor comprises at least two intermediate floor elements, the intermediate floor elements being arranged one behind the other in the longitudinal direction of the rail vehicle. A dilation profile is arranged between a first and a second intermediate floor element.

Description

[0001] The present invention relates to a rail vehicle with a dilation profile and to a method for manufacturing a rail vehicle.

[0002] A state-of-the-art rail vehicle has an intermediate floor that is connected to the car body structure by means of connecting elements. This intermediate floor is optimized with regard to heat conduction, condensation formation, and thermal insulation.

[0003] The intermediate floor is preferably made from thin, double-walled aluminum extrusion profiles with vertical ribbing.

[0004] The intermediate floor often features underfloor heating to warm the passenger compartment. Underfloor heating, such as electric resistance heating, integrated into the intermediate floor elements ensures rapid heating of the vehicle interior to up to 27°C.

[0005] Outside the car body of a rail vehicle, ambient temperatures can range from at least -40°C to 35°C. Therefore, a rail vehicle's passenger compartment must withstand significant temperature fluctuations and repeated cooling and heating cycles. Particularly during operational breaks, such as overnight, the rail vehicle cools down and must be reheated to accommodate passengers again. With temperature differences of at least 75 Kelvin, the intermediate floors made of extruded aluminum profiles, commonly used in state-of-the-art technology, are subjected to considerable stress. This effect is further intensified because the underfloor heating in such rail vehicles is often at least partially integrated into or attached to the intermediate floor. This results in thermal deformations and stresses that place particular strain on the intermediate floor material along the longest axis of the car body.

[0006] Document EP 0 905 000 A1 discloses an intermediate floor for a double-decker railway carriage. The intermediate floor is formed from several sandwich elements.

[0007] Document DE 20 2013 006759 U1 discloses a floor structure for a rail vehicle with several horizontally adjoining floor panels.

[0008] However, a potential solution involving dividing the intermediate floor into individual floor elements has the disadvantage of significantly reducing its vertical stiffness. Furthermore, the insulating properties with regard to heat, acoustics, and water permeability are severely impaired by such a division.

[0009] It is therefore an object of the present invention to solve the disadvantages of the prior art and in particular to create a rail vehicle with a dilation profile which simultaneously resists thermal expansion and has high stability.

[0010] The problem is solved by a rail vehicle and a method for manufacturing a rail vehicle according to the independent claims.

[0011] In particular, the problem is solved by a rail vehicle comprising a car body with an upper and lower level, and an intermediate floor separating the upper level from the lower level. The intermediate floor comprises at least two intermediate floor elements arranged one behind the other in a longitudinal direction of the rail vehicle. A dilation profile is arranged between a first intermediate floor element and a second intermediate floor element. This dilation profile body has a cross-section comprising two floor element contact surfaces and, substantially perpendicular to these, two profile surfaces, each of which has a groove in its central region.

[0012] Such a rail vehicle exhibits little stress in the intermediate floor due to thermal deformations.

[0013] For this purpose, the dilation profile can elastically compensate for the deformations depending on the direction. Due to the large extent of the intermediate floor in this direction, thermal expansion and contraction along the longitudinal direction of the rail vehicle is particularly important.

[0014] The surfaces of the dilation profile that adjoin the intermediate floor elements are referred to as floor element contact surfaces. The floor element contact surfaces of the dilation profile are preferably arranged adjacent to the entire length of the adjoining intermediate floor elements. The longitudinal axis of the dilation profile is preferably oriented essentially transversely to the longitudinal axis of the car body. However, other orientations of the dilation profile are also conceivable.

[0015] The profile surfaces of the dilation profile are those surfaces of the dilation profile that connect the soil element contact surfaces of the dilation profile. Preferably, the dilation profile has two profile surfaces. Due to the soil element contact surfaces and profile surfaces, the dilation profile preferably has a substantially at least partially rectangular cross-sectional profile.

[0016] Preferably, a dilation profile has a width of profile surfaces in the longitudinal direction of the car body of 3 to 15 cm, particularly preferably 5 to 8 cm. The vertical height of the attached dilation profile is preferably 3 to 15 cm, particularly preferably 4 to 8 cm. In the transverse direction of the car body, the dilation profile preferably extends over almost the entire width of the intermediate floor.

[0017] The thermal expansion and contraction of the intermediate floor results from the product of the temperature difference ΔT and the material-specific coefficient of thermal expansion α.

[0018] For a thermal expansion or contraction of aluminium with α = 23.1 x 10 -6< K -1< thus results for a temperature difference of ΔT = 65 K a relative extent of Δ l / l 0= αΔ T= 1.5 mm / m.

[0019] The material-specific thermal expansion determines the number of required expansion profiles and the spacing between them. The number of expansion profiles in the intermediate floor is preferably selected such that the thermal deformation of the intermediate floor in the longitudinal direction of the car body remains within an elastic range due to the expansion profiles.

[0020] The dilation profiles are preferably designed in such a way that they exhibit a force-displacement relationship that is as linear as possible in this thermal expansion / contraction range of at least 65 K, i.e., they are elastically deformable.

[0021] Furthermore, the dilation profiles preferably cause a reduced thermal conductivity between the intermediate floor elements. This can additionally reduce thermally induced stresses in the intermediate floor.

[0022] The installation of a dilation profile between an intermediate floor element and / or other elements of the rail vehicle would also be conceivable.

[0023] The intermediate floor elements can be made of plastic, steel and / or light metal.

[0024] These materials exhibit high durability and elastic properties, are also cost-effective, and support the structural integrity of an intermediate floor. Furthermore, these materials are well-suited for extrusion or ramming in the manufacture of the intermediate floor.

[0025] A high stiffness of the materials is particularly advantageous, allowing the intermediate floor to fulfill a load-bearing function despite being a lightweight structure.

[0026] The dilation profile of the rail vehicle may comprise an elastomeric plastic and / or metal, in particular light metal, and may be produced in particular by extrusion.

[0027] Elastomeric plastics and / or metal, especially light metals, are particularly well suited for a dilation profile because they have good elastic properties.

[0028] Furthermore, the elastic properties of the dilation profile can be well developed through a special shape of the dilation profile using these materials.

[0029] In this context, "elastic" means that almost all the energy is absorbed by the structure, shape, and / or material of the dilation profile through reversible deformation. Energy loss due to irreversible deformation, i.e., plastic deformation, and / or heat generation is preferably minimized.

[0030] Furthermore, these materials of the dilation profile are well suited to be connected to the intermediate floor elements.

[0031] The dilation profile of the rail vehicle can be anisotropic with respect to force application.

[0032] In this context, anisotropic with respect to force application means that there is a different stiffness in the respective directions of the dilation profile.

[0033] The dilation profile is preferably designed with an elastic structure and / or shape that is more flexible in the transverse direction than in its longitudinal direction.

[0034] The dilation profile can be designed to be anisotropic with respect to force application through geometric design and / or the choice of material.

[0035] Analogous to a restoring force of a spring, preferably essentially linear, the structure, in particular the geometric structure, of the dilation profile can thus selectively increase the elasticity of the intermediate floor in addition to the material.

[0036] The elastic structure and / or the shape of the dilation profile preferably result from a reduction in cross-section in a region of the dilation profile along the transverse direction of the dilation profile.

[0037] This cross-sectional reduction can extend along the entire longitudinal direction of the dilation profile, or be located only in one area of ​​the dilation profile.

[0038] The cross-sectional reduction of the dilation profile is preferably arranged in such a way that deformation of the dilation profile in the transverse direction can be elastically absorbed.

[0039] For this purpose, the dilation profile must comprise at least a partially elastic material so that it can form an elastic structure and / or shape. The material, structure, and / or shape of the dilation profile should prevent plastic deformation due to thermal expansion during deflection-compliant operation, allowing the dilation profile to return to its original shape.

[0040] Furthermore, the dilation profile can be made anisotropic with respect to force application by selecting the appropriate material and / or combining materials with a specific orientation, for example, layering along a particular direction. In this context, the use of multi-component elastomeric plastics as a material for the dilation profile would be conceivable.

[0041] The intermediate floor in the direction of the car body's transverse axis is subject to significantly less thermally induced stress due to thermal expansion / contraction, as it exhibits less expansion in this direction. However, it would also be conceivable to use expansion profiles to increase elasticity in the transverse direction of the car body.

[0042] The dilation profile of the rail vehicle can be connected to the first intermediate floor element and the second intermediate floor element by bonding and / or welding, in particular friction stir welding.

[0043] The intermediate floor with dilation profile preferably exhibits high stiffness in the vertical direction when properly installed, since the intermediate floor, as a load-bearing element, must support the weight of the train interior and passengers.

[0044] Without a expansion joint connecting the intermediate floor elements, each element would have to bear the vertical load alone. A bonded and / or welded expansion joint of the intermediate floor thus distributes the vertical load horizontally.

[0045] The high vertical stiffness achieved through this design allows for a thinner intermediate floor and / or less material consumption while maintaining the same load-bearing capacity compared to separate intermediate floor elements. Furthermore, additional stiffening measures can preferably be omitted.

[0046] Bonding and / or welding the dilation profile is also particularly advantageous, as this creates an insulating intermediate floor.

[0047] The bonding and / or welding of the expansion profile to the intermediate floor elements is preferably designed to be essentially watertight. This minimizes water inclusions, material corrosion, and condensation.

[0048] This is particularly advantageous with regard to a heating device and / or electronics that can be located in the intermediate floor.

[0049] Such an intermediate floor is also advantageous in terms of acoustics and fire protection. A preferably fully connected intermediate floor increases acoustic damping and thus reduces the volume of voices and road noise.

[0050] The intermediate floor elements are preferably connected to each other exclusively by bonding and / or welding the expansion profile. Such an arrangement makes it possible to manufacture the intermediate floor without additional fasteners.

[0051] For this purpose, the dilation profile and the first and second intermediate floor elements preferably have essentially the same vertical height extent.

[0052] Thus, the intermediate floor preferably forms a substantially horizontal surface in the area of ​​bonding and / or welding, so that this area has essentially no vertical height differences.

[0053] This design allows passengers to easily pass through the intermediate floor.

[0054] The bonding of the dilation profile to the intermediate floor elements preferably extends over the entire floor element contact surface of the dilation profile.

[0055] The welding of the expansion profile to the intermediate floor elements preferably extends along the longitudinal edges of the profile. This maximizes and thus reinforces the area where the bonding and / or welding takes place.

[0056] Friction stir welding is a particularly advantageous method for welding the dilation profile to the intermediate floor elements. This process ensures good mechanical properties and minimal material distortion. Furthermore, it produces a nearly smooth weld seam with low heat input. The cross-sectional area of ​​the floor element contact surfaces is larger than the area located essentially centrally between the floor element contact surfaces and parallel to them.

[0057] This achieves an optimal balance between stiffness and elasticity.

[0058] The dilation profiles can be arranged in a longitudinal direction alternating with intermediate floor elements.

[0059] In this context, it is also conceivable that intermediate floor elements without dilation profiles are connected to each other.

[0060] Preferably, however, the expansion joints are arranged at regular intervals along the longitudinal direction of the car body between intermediate floor elements. Such an arrangement allows the thermally induced stresses and deformations to be compensated for elastically and uniformly.

[0061] The smaller vertical extension of an area essentially centered between the floor element contact surfaces preferably forms the elastic structure and / or shape of the dilation profile along the longitudinal direction of the car body.

[0062] Furthermore, this arrangement prevents the intermediate floor from bulging in the event of deformation. Such a bulge could pose a safety risk to passengers.

[0063] Furthermore, an elastic property of this area of ​​the dilation profile ensures that the intermediate floor elements can deform more freely due to thermal expansion / contraction caused by temperature changes. The intermediate floor elements are not subjected to such high loads because they exhibit greater stiffness in the longitudinal direction of the car body than the dilation profile itself.

[0064] These extrusion profiles are preferably manufactured from an aluminum alloy by extrusion. The extrusion seams are preferably located in the region of smaller expansion within the extrusion profile. The extrusion seams should preferably be positioned in an area of ​​low thermal stress, as this represents a weak point in the extrusion profile.

[0065] The combined elastic properties of the expansion profile, due to its elastic structure and / or shape, and the material properties determine how many expansion profiles are required in the intermediate floor. Therefore, the dimensions of the expansion profile should be optimized with regard to the resulting lengths and number of intermediate floor elements and the manufacturing effort.

[0066] The vertical stiffness of an intermediate floor with such a dilation profile is approximately as high as that of a continuous intermediate floor without dilation profiles, consisting exclusively of connected rectangular chamber profiles.

[0067] In comparison to such a continuous intermediate floor, the intermediate floor according to the invention behaves as follows: The vertical stiffness of the intermediate floor is reduced by only 5-10%. In the direction transverse to the car body, the stiffness of the intermediate floor remains essentially the same. In the direction longitudinal to the car body, however, the stiffness is reduced by 50-60%.

[0068] The large reduction in stiffness in the direction longitudinal to the car body, with a simultaneous small reduction in stiffness in the vertical direction, is a major advantage of the intermediate floor according to the invention.

[0069] The intermediate floor elements of the rail vehicle can be connected to the side walls of the car body, preferably by welding and / or a fastening means, in particular preferably by rivets.

[0070] When arranging the expansion joints and intermediate floor elements, the stress on the welds and / or fasteners must be taken into account. In areas of high stress, the number of welds and / or fasteners is preferably increased.

[0071] Thermal insulation elements can be arranged between the side wall of the car body and the intermediate floor elements.

[0072] The thermal insulation elements of the intermediate floor are advantageous because the car body can have a high temperature difference to the intermediate floor due to the outside temperature.

[0073] The thermal insulation elements serve to reduce the thermal conductivity between the intermediate floor elements and the car body and to decrease induced thermal stresses in the intermediate floor. Furthermore, this reduces the energy required for heating by minimizing heat transfer from the interior to the exterior.

[0074] The side wall of the car body preferably has integrated supports, so that the thermal insulation elements can be arranged between the supports and the intermediate floor elements.

[0075] In a preferred embodiment, the intermediate floor has at least one longitudinal profile. This longitudinal profile can be arranged on both sides of the intermediate floor along the longitudinal direction of the car body. The longitudinal profile preferably serves to fasten the intermediate floor to the sides of the car body using fasteners.

[0076] These longitudinal profiles can be spaced apart, particularly in the area of ​​the dilation profiles, to take into account thermal deformation of the intermediate floor.

[0077] In addition, several intermediate floor elements are preferably connected to each other by a longitudinal profile.

[0078] For this purpose, the longitudinal profile is preferably welded to the intermediate floor elements and can be attached to the thermal insulation elements of the side wall supports.

[0079] The task is further solved by a process for manufacturing a rail vehicle as described above, which includes the following step: The joining of a dilation profile with two intermediate floor elements by welding, in particular friction stir welding, to produce the intermediate floor.

[0080] The problem is further solved by an unstressed dilation profile for connecting two intermediate floor elements, which comprises a dilation profile body with a cross-section having two floor element contact surfaces and, substantially perpendicular thereto, two profile surfaces. The dilation profile can be anisotropic with respect to force application. The floor element contact surfaces preferably have a larger extent than the extent of a region of the dilation profile body substantially midway between the floor element contact surfaces, parallel to the floor element contact surfaces in cross-section.

[0081] Such a dilation profile shape allows for an intermediate floor made of intermediate floor elements and dilation profiles with high vertical stiffness. The stiffness of the intermediate floor in the longitudinal direction of the car body can therefore be significantly lower than the stiffness of the intermediate floor in the transverse direction of the car body.

[0082] The profile surfaces of the dilation profile can have a longer extent in the cross-section of the dilation profile than the soil element contact surfaces in the cross-section of the dilation profile.

[0083] A longer profile area of ​​the dilation profile is preferred. This provides sufficient space for an elastic structure and / or shape in the central region of the dilation profile. This region preferably enhances the elastic properties of the dilation profile for the thermal expansion and contraction of the intermediate floor elements, in addition to the elastic material properties.

[0084] Furthermore, a longer extension of the profile area in the cross-section of the dilation profile compared to the floor element contact surfaces of the dilation profile demonstrates the lightweight nature of the intermediate floor.

[0085] With such a dilation profile, the intermediate floor does not need to have a high vertical extent in order to function as a load-bearing structure.

[0086] The profile surfaces of the dilation profile can each have a groove in their central area.

[0087] This groove is preferably formed along the longitudinal axis of the dilation profile, essentially in the middle of the profile surface.

[0088] The groove preferably represents an elastic structure and / or shape.

[0089] The groove preferably has at least partially essentially vertical surface areas in relation to the horizontal orientation of the intermediate floor.

[0090] These surface areas of the dilation profile are preferably oriented in such a way that the dilation profile is more easily deformable in the longitudinal direction of the car body than the intermediate floor elements.

[0091] This prevents deformation of the intermediate floor elements.

[0092] Furthermore, the dilation profile is designed to be more elastic than the intermediate floor elements, thus preventing plastic deformation of the intermediate floor.

[0093] The groove of the dilation profile can have an outer groove area in the cross-section of the dilation profile which has a smaller minimum extent in the transverse direction of the dilation profile than the maximum extent of the inner groove area in the transverse direction of the dilation profile.

[0094] The outer groove area refers to the opening region of the groove in the longitudinal direction of the dilation profile. The inner groove area refers to the region formed inside the dilation profile beyond the opening region created by the groove. . A groove outer area with a lower minimum cross-sectional area than the maximum extent of the groove inner area results in good elastic properties of the dilation profile.

[0095] The material thickness of the dilation profile in the groove area is preferably reduced, creating an elastic structure in the transverse direction of the dilation profile. This reduced material thickness ensures lower stiffness, allowing the dilation profile to deform more easily and thus better compensate for thermal expansion / contraction.

[0096] Preferably, a groove of the dilation profile is arranged on both profile surfaces.

[0097] To form an elastic structure, there is no connection between the profile surfaces except via the lateral contact surfaces of the base elements. This ensures the resilient property of the dilation profile.

[0098] The inner groove areas are therefore preferably not connected to each other, but have two separate bottom areas in cross-section.

[0099] Preferably, the dilation profile has a material thickness in the horizontal area of ​​the profile surface of 1 to 10 mm, particularly preferably 2 to 3 mm.

[0100] Preferably, the dilation profile in the area of ​​the groove or only in the bottom area of ​​the groove interior has a material thickness of 0.5 to 4 mm, particularly preferably 1 to 2 mm.

[0101] By making the outer area of ​​the groove smaller than the inner area, the elasticity of the profile in the transverse direction can be adapted by the shape of the groove, the material and the requirements.

[0102] The cross-section of the groove of the dilation profile can be concave-convex, in particular arc-shaped.

[0103] A concave-convex cross-sectional structure of the groove is particularly advantageous. A concave-convex structure exhibits good elasticity. This ensures good elastic deformation of the groove of the dilation profile in the transverse direction of the dilation profile.

[0104] In contrast, the horizontal areas of the profile surface are deformed less strongly when force is applied in the transverse direction of the dilation profile.

[0105] A concave-convex shape distributes the force more evenly, resulting in a more uniform load on the material. This minimizes point loads on the groove of the dilation profile and ensures a longer service life for the profile.

[0106] The problem is further solved by an unclaimed method for producing a dilation profile as described above, which comprises the following steps: Extrusion of a dilation profile, preferably made of aluminium or an aluminium alloy, or extrusion of at least one elastomeric plastic and / or a light metal into a dilation profile.

[0107] In the manufacturing process, it can also be advantageous for the profile surfaces of the dilation profile to be connected via a horizontal area in the groove region during production. This area can preferably be removed by milling after pressing to obtain a resilient elastic structure in the form of a groove.

[0108] It would also be conceivable to manufacture the expansion profile and the intermediate floor elements and / or the intermediate floor itself as a single piece. This would have the advantage that no separate installation would be necessary, but is more technically demanding in terms of manufacturing.

[0109] The inventions are explained in more detail below using figures: Figure 1: An embodiment of an intermediate floor of a rail vehicle; Figure 2: An embodiment of a dilation profile between two intermediate floor elements; Figure 3: An embodiment of a dilation profile in cross-section; Figure 4: An embodiment of a car body with an intermediate floor in cross-section.

[0110] Figure 1 Figure 3 shows an embodiment of an intermediate floor 3 of a rail vehicle for installation in a car body. This intermediate floor serves to separate an upper floor from a lower floor.

[0111] The dilation profiles 6 are each arranged between two intermediate floor elements 4, 5. The dilation profiles 6 are arranged transversely over the entire length of the intermediate floor 3 and space some intermediate floor elements 4, 5 longitudinally along the intermediate floor 3.

[0112] The intermediate floor elements 4 and 5 are made of double-walled, vertically ribbed extruded aluminum profiles. The expansion profiles 6 are also made of double-walled extruded aluminum profiles.

[0113] The intermediate floor elements 4, 5 are welded to the dilation profiles 6 by a friction stir welding process.

[0114] The number of dilation profiles 6 is adapted to the thermal deformation of the material and the length of the intermediate floor 3. The elastic range of the dilation profiles 6 should never be exceeded for any temperature range required in use.

[0115] In this version, six dilation profiles 6 are arranged in the intermediate floor 3.

[0116] The expansion profiles 6 can elastically compensate for thermal expansion and contraction in a direction-dependent manner. The longitudinal stiffness of the intermediate floor 3 is reduced by the expansion profiles 6. The vertical stiffness of the intermediate floor 3, however, is reduced to a lesser extent.

[0117] For this purpose, the dilation profiles 6 are placed at regular intervals from each other as far as possible.

[0118] Longitudinal profiles 20 are attached to the sides of the intermediate floor 3, connecting several intermediate floor elements 4, 5 to one another. The longitudinal profiles 20 can be fastened to supports 18 of the side wall 7 (not in) by means of fasteners 19. Fig. 1 (shown) are connected. In areas of high load, the spacing of the fasteners 19 is reduced so that the fasteners 19 are not overloaded.

[0119] The fasteners 19 are rivets in this version.

[0120] Figure 2Figure 1 shows two intermediate floor elements 4, 5, which are connected to each other by the dilation profile 6 by welding 17. The intermediate floor elements 4, 5 and the dilation profile 6 have essentially the same vertical height H.

[0121] The ribs 14 of the intermediate floor elements 4, 5 increase the stiffness of the double-walled intermediate floor elements 4, 5.

[0122] A groove 8 is arranged on both the upper and lower profile surfaces 15 and extends over the entire longitudinal axis of the dilation profile 6. The floor element contact surface 9 extends on both sides along the connection areas of the dilation profile 6 with the intermediate floor elements 4, 5.

[0123] Figure 3Figure 1 shows a cross-sectional representation of the dilation profile 6. The floor element contact surfaces 9 are arranged laterally and are designed for connection with the intermediate floor elements 4 and 5. The profile surfaces 15 are arranged at the top and bottom and have a groove 8. The outer groove area 13 has a smaller minimum dimension N1 than the maximum dimension N2 of the inner groove area 16.

[0124] The extent B1 of the dilation profile 6 along the soil element contact surfaces 9 is smaller than the extent B3 along the profile surface 15 of the dilation profile. The cross-section of the dilation profile 6 is essentially rectangular.

[0125] The bottom sections of the upper and lower groove 8 are not connected and are spaced apart by a distance B2. Thus, the groove 8 can function as a resilient elastic structure, and thermal deformation in the transverse direction x of the dilation profile 6 can be elastically compensated. This resilient property of the dilation profile is supported by a material thickness of 1.6 mm in the area of ​​the groove 8, the concave-convex structure, and the bottom section of the groove. The remaining area of ​​the profile surface 15, however, has a greater material thickness of 2.2 mm.

[0126] As in Figure 3 As can be seen, the groove 8 has a concave-convex curved cross-section. This distributes the force as evenly as possible over a larger area of ​​the groove 8 through deformation.

[0127] Figure 4Figure 1 shows a cross-section of a carriage body 2 with an intermediate floor 3. The intermediate floor 3 separates an upper level 11 and a lower level 10. The intermediate floor 3 is attached to a support 18 of the side walls 7 on both sides by means of rivets as fastening means 19.

[0128] A thermal insulation element 12 is also arranged between the support 18 of the side wall 7. The thermal insulation element 12 minimizes the thermal conductivity between the side wall 7 of the car body 2 and the intermediate floor 3.

Claims

1. A rail vehicle (1) comprising a car body (2) having an upper (11) and a lower deck (10) and an intermediate floor (3) which separates the upper deck (11) from the lower deck (10), wherein the intermediate floor (3) comprises at least two intermediate floor elements (4, 5), wherein the intermediate floor elements are arranged one behind the other in a longitudinal direction of the rail vehicle (1), characterized in that an expansion profile (6) is arranged between the first intermediate floor element (4) and the second intermediate floor element (5), which comprises an expansion profile body with a cross-section having two floor element contact surfaces (9) and, substantially perpendicular thereto, two profile surfaces (15), and the profile surfaces (15) each have a groove (8) in their central region.

2. Rail vehicle (1) according to claim 1, characterized in that the intermediate floor elements (5) comprise plastic, steel and / or light metal.

3. Rail vehicle (1) according to one of the preceding claims, characterized in that the expansion profile (6) comprises an elastomeric plastic and / or metal, in particular light metal, and is in particular produced by extrusion.

4. Rail vehicle (1) according to one of the preceding claims, characterized in that the expansion profile (6) is designed to be anisotropic with respect to the application of force.

5. Rail vehicle (1) according to one of the preceding claims, characterized in that the expansion profile (6) is connected to the first intermediate floor element (4) and the second intermediate floor element (5) by an adhesive bond and / or a weld (17), in particular friction stir welding.

6. Rail vehicle (1) according to one of the preceding claims, characterized in that the floor element contact surfaces (9) have a greater extent (B1) than the extent (B2) of a region substantially centrally between the floor element contact surfaces (9) parallel to the floor element contact surfaces (9).

7. Rail vehicle according to one of the preceding claims, characterized in that the profile surfaces (15) in the cross-section of the expansion profile have a longer extent (B3) than the floor element contact surfaces (9).

8. Rail vehicle according to one of the preceding claims, characterized in that the groove (8) in the cross-section of the expansion profile (6) has an outer groove region (13) which has a smaller minimum extent (N1) in the transverse direction of the expansion profile than the maximum extent (N2) of the inner groove region (16) in the transverse direction of the expansion profile.

9. Rail vehicle according to claim 8, characterized in that the cross-section of the groove (8) is of concave-convex design, in particular arc-shaped.

10. Rail vehicle (1) according to one of the preceding claims, characterized in that the intermediate floor elements (4, 5) are connected to the side walls (7) of the car body (2), preferably by welding and / or fastening means (19), particularly preferably by rivets.

11. Rail vehicle (1) according to Claim 10, characterized in that thermal insulation elements (12) are arranged between the side wall of the car body and the intermediate floor elements (4, 5).

12. A method for producing a rail vehicle (1) according to the preceding claims, comprising: - connecting an expansion profile (6) to two intermediate floor elements (4, 5) by welding (17), in particular friction stir welding, to produce the intermediate floor (3).

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