BRMU9102161U2 - sliding door trolley - Google Patents

Abstract

CAR FOR SLIDING DOORS. It is a sliding door carriage comprising: a central body (2, 102) with a part (2a) that connects to a sliding door (2); at least two arms (5, 105) connected to the central body (2, 102) and extending thereto from each other along a main extension direction (B) of the carriage; and at least two wheels (7, 107), each rotatably connected to a respective arm (5, 105) and capable of rolling over a transmission plane (A) of the carriage. The arms 5, 105 rotate about each other in order to rotate closer and / or away from each other. The carriage also comprises elastic means (8, 108) acting on the two arms (5, 105), generating opposite moments to each other in order to keep the wheels (7, 107) in contact with the transmission plane ( THE).

Description

Utility Model Patent Descriptive Report for "SLIDING DOOR CAR"

The present model refers to a car for sliding doors.

The present model relates mainly to the door, window and furniture industry and more specifically to the manufacture of sliding door doors, windows or furniture.

In the prior art there are "suspended" type sliding door trolleys, ie installed on the upper edge of the door to stay suspended, and the "bracket" type trolleys, ie installed on the lower edge of the door which, thus it rests directly on them.

More specifically, but without limiting its scope, the present model refers to suspended cars.

In the prior art, there are suspended cars comprising a central body, which securely connects to the door and from which two arms extend in opposite directions.

These arms firmly connect to the central body to form a substantially one frame to whose ends two wheels are pivotally connected.

The aforementioned wheels align to roll over a slide plane of the car, usually composed of a suitable track.

Disadvantageously, the prior art cars are often subject to stalling, mainly due to misalignment of the rail, which makes sliding the door difficult.

The aforementioned misalignments usually occur during structural movements due to exposure to moisture or after impacts.

In addition, these misalignments, however small, can make an annoying noise during gliding; even more so if we consider that the cab or back frame housing tends to amplify the noise like a speaker.

In this context, the technical purpose that constitutes the core of the

The present model is to provide a sliding door carriage that overcomes the above disadvantages of the prior art.

More specifically, the purpose of the present model is to provide a sliding door carriage that facilitates sliding of the door regardless of rail conditions. Another objective of the present model is to provide a sliding door car that is reliable and quiet.

The above technical purpose and objectives are substantially achieved by means of a sliding door carriage having the technical characteristics described in one or more of the appended claims.

Other features and advantages of the present embodiment will be better understood by reading the following non-limiting description of preferred but non-limiting embodiments of a sliding door carriage illustrated in the accompanying drawings, among which: Figure 1 is a view in perspective of a first

embodiment of a sliding door carriage according to the present model in an operational configuration;

Figure 2 is a side view of the carriage of Figure 1;

Figure 3 is a top view of the carriage of Figure 1;

Figure 4 is a perspective view of a second

embodiment of a sliding door carriage according to the present embodiment in a first embodiment;

Figure 5 is a side view of the carriage of Figure 4 in a second operational configuration;

Figure 6 is a top view of the carriage of Figure 5;

Referring to the accompanying drawings, numerals 1 and 100 indicate a sliding door carriage according to two different embodiments of the present embodiment.

Carriage 1, 100 comprises a central body 2, 102 with a part 2a that connects to a door 3.

The connection part 2a engages with a suitable securing bracket 19 securely installed in the door 3.

Preferably, the connection part 2a consists at least in part of a threaded hole 4 which engages a screw 20 which in turn engages with the abovementioned mounting bracket.

Thus, we make a substantially rigid connection between port 3 and carriage 1, 100.

In other embodiments (not shown), the connection between the door and the carriage may also be at least partly elastic connections in order to decrease the rigidity of the unit as a whole, thus bringing advantages from the point of view of smoothness of movement. In the illustrated embodiments, carriage 1, 100 comprises at least two arms 5, 105 connected to and extending from central body 2, 102 in opposite directions.

More specifically, the arms 5, 105 extend mainly along the same direction, which constitutes the main extension direction "B" of carriage 1, 100.

Preferably, the main extension direction "B" of carriage 1, 100 corresponds to a transmission direction of carriage 1, 100 along a transmission plane "A".

Preferably, carriage 1, 100 slidably connects to a rail 6, securely attached to a cab or crossbar (not shown).

It should be noted that the rail 6 constitutes the transmission plane "A" of carriage 1, 100.

Preferably, the aforementioned transmission plane "A" is arranged between door 3 and carriage 1, 100.

To allow carriage 1, 100 to slide along track 6, each arm 5, 105 rotatably connects to a respective wheel 7,107 which rolls over the drive plane "A" of the carriage.

More specifically, each arm 5, 105 extends between a first end 5a, 105a, connected to the central body 2, 102, and a second end 5b, 5b, to which said wheel 7, 107 pivotally connects.

Figures 1 to 3 illustrate a first embodiment of carriage 1 according to the present embodiment.

In this embodiment, the arms 5 rotate to rotate closer and / or further apart. The arms 5 are rotatably associated to rotate near and / or away from each other about a transverse axis of rotation "D", preferably at right angles to the main extension direction "B" of the carriage. 1. The axis of rotation "D" is substantially parallel to the transmission plane "A".

In other words, the arms 5 rotate relative to each other in a plane of rotation "C" substantially transverse to the transmission plane "A" and substantially parallel to the transmission direction of carriage 1.

Preferably, the arms 5 rotatably connect to the central body 2 to rotate about its axis of rotation "D" transverse to the transmission direction of carriage 1. In other words, each arm 5 is capable of rotating in with respect to the central body 2 and therefore with respect to the other arm 5 around the axis of rotation "D".

In the illustrated embodiment, the arms 5 pivotally connect to the central body 2, each at a respective pivot point 12.

Preferably, the pivot points 12 are separated from each other and arranged on opposite sides of the central body 2 with respect to the connection part 2a.

Preferably, the pivot points 12 are arranged

symmetrically to the median transverse plane Έ "of the main body 2.

The term "transverse median plane" "E" means a plane extending in the transverse direction, preferably at right angles to the main extension direction "B" of carriage 1. Preferably, each arm 5 has a portion of contact 9

extending transversely of the main extension direction "B" of carriage 1.

Preferably, the contact portions 9 of the arms 5 turn towards each other in order to approach and / or move apart during rotation of the arms 5.

Below we will describe the function of contact parts 9 in

more details.

Preferably, the arms 5 are substantially shaped like

a fork.

In the illustrated embodiment, arms 5 have substantially the same

shape of a double fork.

In other words, the arms 5 of carriage 1 have two fork-shaped parts 13a, 13b facing each other and integrated with each other.

Therefore, together, the arms 5 are substantially in

H. form

Each wheel 7 rotatably connects to a first fork portion 13a of the respective arm 5.

In other words, the first fork part 13a constitutes at least in part the second end 5b of each arm 5. A second fork part 13b connects

rotationally to the central body 2 at the aforementioned pivot point 12. In other words, the second fork part 13b constitutes at least in part the first end 5a of each arm 5.

The carriage 1 also comprises elastic means 8 acting on the two arms 5 to generate opposite moments therein.

The elastic means 8 keeps the wheels 7 in contact with the

transmission plan "A" of the car 1.

More specifically, the elastic means 8 act on the arms 5 to press them against the transmission plane "A", that is, against the rail 6.

In other words, with reference to the transmission plan

"A" mentioned above, the action of the elastic means 8 tends to bring the wheels 7 closer together.

To further advantage, this avoids disconnecting and misaligning the rails 6, thus preventing carriage 1 and therefore door 3 from jamming.

In practice, the presence of a degree of freedom of rotation, coupled with elastic restraint, allows carriage 1 to overcome any local deformation of rail 6 and return to the initial configuration.

Preferably, the aforesaid elastic means 8 act between the contact parts 9 of the arms 5.

In other words, the elastic means 8 tend to separate the contact parts 9 from each other.

Each elastic means 8 comprises a spring 10 with two ends 10a opposite each other, each connected to a respective contact part 9 of the respective arm 5.

In the preferred embodiment, the elastic means 8 comprises two springs 10 acting in parallel and preferably arranged specularly with respect to a longitudinal median plane "F" of carriage 1.

The term "longitudinal median plane" "F" means a transverse plane, preferably at right angles to the transverse median plane "E".

It should be noted that preferably the main extension direction "B" is the main axis of the longitudinal median plane "F".

In addition, preferably, the arms 5 may tilt independently of each other with respect to the longitudinal median plane "F" of carriage 1 along the main extension direction "B". In other words, the arms 5 may roll so as to

reproduce any curvature of the rail 6.

The term "rolling" means that arms 5 can rotate around

of a central extension axis. Preferably, the possible bearing is slightly larger than

a break in order not to impair the operation of the car 1.

In view of this, it is worth noting that the presence of two springs 10 acting in parallel tends to drive the cars 5 to the position aligned with the

longitudinal median plane "F". In this embodiment, the second fork portion 13b

each arm 5 pivotally connects to a corresponding pivot part 14 of the central body 2 disposed at the pivot point 12.

Each pivot part 14 is crossed by a through hole 14a in which we insert a pivot pin 15 of the respective arm 5. Thus we form pivot axis "D"

above mentioned arm 5.

To allow the above inclination, each through hole 14a has two chamfers extending in opposite directions from and away from the median longitudinal plane "F". It should be borne in mind that with this we allow a small

clearance in the coupling between arm 5 and central body 2, thereby allowing arms 5 to form an angle to the longitudinal median plane "F".

In non-illustrated embodiments, the pivot portion of the central body may be fork-shaped and the first end of the arm inserted into the fork.

In such embodiments, the first end of the arm has a bevelled through hole as described above which allows rolling.

In addition, preferably, carriage 1 comprises means 11 for locking relative rotation between arms 5 at predetermined angular end positions.

In other words, the locking means 11 form two limit positions which limit the relative rotation between the arms 5 and the central body 2.

To further advantage, we allow car 1 to have a good ability to overcome slopes and disconnects without impairing its operation. Preferably, in this embodiment, the locking means 11 comprise a tooth 16 protruding from the first end 5a of each arm 5 and engaging a contact shoulder 17 of the central body 2.

Figures 4 to 6 illustrate a second embodiment of carriage 100 according to the present embodiment.

The arms 105 rotate to rotate closer and further apart. The arms 105 are rotatably associated to rotate near and / or away from each other about a transverse axis "G", preferably at right angles to the transmission direction of carriage 1. The axis of rotation "G" is substantially parallel to the transmission plane "A".

In other words, the arms 105 rotate relative to each other in a plane of rotation "C" substantially transverse to the transmission plane "A" and substantially parallel to the main extension direction "B" of carriage 100.

Preferably, the arms 105 rotatably connect to the central body 102 so as to rotate about its axis of rotation "G" transverse to the transmission direction of carriage 100.

In other words, each arm 105 is able to rotate relative to the central body 102 and therefore relative to the other arm 105 about the axis of rotation "G".

In this embodiment, the two arms 105 pivotally connect to the central body 102 at the same pivot point 112.

In other words, the central body 102 acts as a pin to which the arms 105 pivotably and substantially independently connect.

More specifically, the first ends 105a of the arms 105 turn reciprocally to each other on the axis of rotation "G".

In this embodiment, the carriage 100 comprises two additional arms 114, each of which a respective wheel 107 is rotatably connected.

Preferably, the additional arms 114 are substantially specularly arranged to the arms 105 with respect to the aforementioned longitudinal median plane "F" of the carriage. In other words, both additional arms 114 pivotally connect to the central body 102 at the same pivot point 112.

Preferably, the arms 105 may freely rotate relative to the additional arms 114 about the pivot point 112.

In other words, carriage 100 has two pairs of arms 105, 114 which rotate freely about each other about the axis of rotation.

"G"

In the illustrated embodiment, the central body 102 is therefore substantially a pin around which the arms rotate and which has at its center the part that connects to the door.

For added advantage, the car 100 thus easily overcomes minor misalignments between the tracks without the risk of jamming.

In practice, in case of bends in the track, the possible rotation between the two pairs of arms always gives at least three, preferably four, support points to the carriage 100 in order to keep it on the track.

Preferably, the additional arms 114 are the same as the arms

105

In other words, each of the arms 105 and the additional arms 114 has its own contact portion 109, 118 extending transversely of the main extension direction "B" of carriage 100.

Preferably, the contact parts 109 of the arms 105 turn towards each other to approach and / or move apart during rotation of the arms 105. Furthermore, the contact parts 118 of the additional arms 105

they turn to each other in order to approach and / or move apart during rotation of the additional arms 114.

Below we will describe the function of contact parts 109,

118 in more detail.

The carriage 100 also comprises elastic means 108 which

they act on the arms 105 to generate opposite moments in them.

Moreover, the elastic means 108 also act on the additional arms 114 to generate opposite moments therein.

Thus, the elastic means 108 keeps the wheels 107 in contact with the transmission plane "A" of carriage 100. More specifically, the elastic means 108 act on the arms 105 and on the additional arms 114 so as to press them against the transmission plane "A", that is, against rail 6. More specifically, the elastic means 108 act on the additional arms 114 to press them against the transmission plane "A", that is, against the rail.

In other words, with reference to the above-mentioned transmission plane "A", the action of the elastic means 108 tends to approximate the wheels 107.

To further advantage, this avoids disconnecting and misaligning the tracks, thus preventing the car 100 and therefore the door from jamming.

In practice, the presence of a degree of freedom of rotation, coupled with elastic restraint, allows carriage 100 to overcome any local rail deformation and return to the initial configuration. Preferably, the aforesaid elastic means 108

act between the contact parts 109 of the arms 105.

In addition, the elastic means 108 act between the contact parts 118 of the additional arms 114.

In other words, the elastic means 108 tend to separate the contact portions 109, 118 from each other.

The elastic means 108 comprise springs 110 with two ends 110a opposite each other, each end connected to a respective contact part 109 of the respective arm 105.

In addition, the elastic means comprise additional springs 117 with two ends 117a opposite each other, each end connected to a respective contact surface 118 of the additional arms 114.

In addition, preferably, carriage 100 comprises means 111 for locking relative rotation between arms 105 at predetermined angular end positions.

In other words, the locking means 111 form two

limit positions that limit the relative rotation between the arms 105 and the central body 102.

Moreover, the relative rotation between the arms 114 at the predetermined angular end positions is limited by the locking means 111 of the carriage 100. In other words, the locking means 111 form two limiting positions that limit the relative rotation between the additional arms 114 and the central body 102.

To further advantage, we allow the car 100 to have a good ability to overcome slopes and disconnects without impairing its operation.

In view of this, each of the arms 105 has a respective contact body 116 at the first ends 105a.

The contact bodies 116 engage each other to form, at least in part, the above-mentioned rotational locking means 111.

Moreover, each of the additional arms 114 comprises contact bodies 119 equal to those described above.

The present model fulfills the proposed objectives and brings

important advantages.

In practice, the presence of rotatably connected and elastically restricted arms allows to absorb the vibrations caused by deformations in the rails and to overcome slopes and misalignments, which in the technique

previous, they would jam the car.

It should be borne in mind that vibration absorption also

considerably reduces the noise generated by the car sliding.

In addition, the presence of a car with degrees of freedom on more than one axle increases the likelihood of proper car operation.

In practice, this not only allows overcoming slopes and deformations along the track, but also displacements and misalignments between two wheels.

Claims (12)

1. Sliding door carriage comprising: - a central body (2, 102) with a part (2a) that connects to a sliding door (3); - at least two arms (5, 105) connected to the central body (2, 102) and extending from it in opposite directions along a main extension direction (B) of the carriage; - at least two wheels (7, 107), each rotatably connected to a respective arm (5, 105) and capable of rolling over a transmission plane (A) of the carriage; the carriage being characterized by the fact that the arms (5, 105) rotate about each other so as to rotate closer and / or away from each other, and the fact that the carriage further comprises elastic means (8, 108) acting on the two arms (5, 106); the elastic means (8, 108) generating opposite arms (5, 105) at each other to keep the wheels (7, 107) in contact with the transmission plane (A). Cart according to claim 1, characterized in that each arm (5, 105) rotatably connects to the central body (2, 102) so as to rotate about an axis of rotation (D , G) transverse to the main extension direction (B) of the carriage. Carriage according to Claim 1 or 2, characterized in that each arm (5, 105) has a contact portion (9, 109) transverse to the main extension direction (B) of the car; the elastic means (8, 108) pushing the contact parts (9,109) away from the arms (5,105) from one another. Cart according to claim 3, characterized in that each elastic means (8, 108) comprises a spring (10, 110) with two ends (10a, 110a) opposite each other, each connected to one another. a respective contact part (9, 109). Carriage according to Claim 4, characterized in that it comprises two springs (10, 110) which are arranged and act in parallel between the contact parts (9, 109). Carriage according to one of the preceding claims, characterized in that it comprises means (11, 111) for locking the relative rotation between the arms (5, 105) at predetermined angular end positions. Carriage according to any one of the preceding claims, characterized in that the means (11) are at least in part made up of a respective tooth (16) projecting from each arm (5) and engages a respective relative contact shoulder (17) of the central body (2). Carriage according to any one of Claims 1 to 6, characterized in that each arm (105) has a respective contact body (116); the contact bodies (116) being engaged with one another to form at least in part the locking means (111). Cart according to any one of the preceding claims, characterized in that each arm (5) pivotally connects to the central body (2) in a respective articulating body (12); the arms (5) may be inclined independently of each other with respect to the median longitudinal plane (F) and along the main extension direction (B) of the carriage. Carriage according to Claim 9, characterized in that the central body (2) has a hole (14a) at each pivot point (12) and that in each hole (14a) it is a pin (15) is inserted to rotate the respective arm (5); each of the holes (14a) having two chamfers extending in opposite directions from and away from the median longitudinal plane (F). Carriage according to one of the preceding claims, characterized in that it comprises two additional arms (114) arranged substantially specularly to the arms (105) with respect to the longitudinal median plane (F) of the car. Carriage according to Claim 11, characterized in that the arms (105) and the additional arms (114) pivotally connect to the central body (102) at the same pivot point (112); the arms (105) can be freely rotated relative to the additional arms (114) about the pivot point (112).