DE102012108157B3 - Rail vehicle has braking device and movable brake shoe that are biased against the rail using spring element, and door handle which is not engaged with rail in operating position - Google Patents

Abstract

The rail vehicle has a sliding door (100) that is provided with swingable door handles (110,110a,110b). An actuator device (118) is provided on both sides of sliding door. A braking device (140) is operated by the door handle through transmission device (120). The braking device is engaged with the rail (103) in rest position of door handle. The door handle is not engaged with rail in operating position. The braking device and movable brake shoe are biased against the rail using spring element.

Description

Technical area

The invention is in the field of vehicle technology and in particular of rail vehicle technology and relates to a vehicle, in particular a rail vehicle, with a sliding door.

Prior art

In vehicle construction, especially in rail vehicle construction, the safety of passengers must be taken into account when designing vehicles. For example, to ensure that doors do not swing back and forth while driving and injure passengers by sudden movement.

An example of a door in vehicles are sliding doors, which are often used because of their good integration capability. The unintentional movement of the sliding doors in rail vehicles has hitherto been counteracted by the use of two snap levers which lock the sliding door in one of its two maximum positions (fully open and completely closed). However, such snap levers are stiff and require for their operation comparatively high forces, which no longer meet future standards requirements. On the other hand, the snap levers must be biased with a certain force so that they lock the door securely. If these holding forces are too small to facilitate release of the snap lever, this can lead to independent door movements while driving.

Snap levers for detecting doors are also known from other fields. That's how it describes US 6,264,257 B1 a vehicle door which is locked in the closed state by means of a snap lock. This latch can be unlocked via a cable.

From other areas, other ways to lock a door in a predetermined position are known. That's how it describes EP 1 275 806 A2 a doorstop mechanism in which a pivotable and spring-mounted rolling wheel when driving over a designated bottom recess pivots into this and thereby stops the further movement of the door.

Out JP 2007-177506 is known a solution in which engages a Stopwiegel in a recess, thus preventing a door movement.

Disadvantages of the prior art

However, the previously known solutions are only partially satisfactory because they can lock the doors only in predetermined positions, with special measures in the door frame are required. The locking devices described therein also require a considerable amount of force to release the lock, so that they are only of limited suitability for future requirements, in particular with regard to the comfort and safety of passengers.

problem

It is therefore an object of the present invention to provide a vehicle with a sliding door with a locking mechanism, which is simple and reliable and can be operated with a comparatively low power with simultaneous secure locking of the door.

Inventive solution

This object is achieved by a vehicle according to claim 1. Furthermore, this object is achieved by a rail vehicle according to claim 15. Other embodiments, modifications and improvements will become apparent from the following description and from the appended claims.

According to one embodiment, a vehicle, in particular a rail vehicle, is provided with a sliding sliding along a rail door with pivotally mounted door handles an actuator on both sides of the sliding door. The door handles each have a rest position and two operating positions on both sides of the rest position. The sliding door comprises a braking device, which is actuated by means of the door handles via a transmission device, wherein the braking device is in the rest position of the door handles in engagement with the rail and in the operating position of the door handles out of engagement with the rail.

The door handles of the actuator are mounted on both sides of the sliding door. According to one embodiment, the movement of one of the two door handles is also transmitted to the other of the two door handles, so that it is moved along.

The solution presented here prevents an independent movement of an unlocked sliding door while driving, for example when starting and / or braking, even if the sliding door is not in a fully closed and locked position. The sliding door is braked in its respective position and remains locked in this position. This reduces the risk of accidents while driving. By the braking device an uncontrolled door movement is prevented.

The sliding door can be braked in any position by the braking device and therefore remains safe in this position. It is therefore no longer necessary to move the sliding door to a predetermined position in order to bring about a blockage. The sliding door can be braked in any intermediate position. This is advantageous, for example, in toilet doors in rail vehicles, which are also operated by children and then not necessarily closed properly when leaving.

The braking device is actuated and released both during an open-minded opening and during an intended closing of the sliding door. For this purpose, the door handles on a rest position and two operating positions, which are typically located in the pivoting direction on both sides of the rest position. To open the sliding door of the door handle is pivoted in one of the two operating positions, for example, pulled when the sliding door is opened by pulling. Conversely, the sliding door is pushed to close and pivoted to the door handle in the other of the two operating position. Whether the door has to be pulled open or pushed depends on the side on which the person is located and, of course, on whether the door handles are operated with the right or left hand. Therefore, the actuating positions are preferably arranged symmetrically about the rest position.

The braking device is brought out of engagement with the rail by pressing the door handles. This is mediated via the transmission device. In the unactuated state, d. H. when the door handles are in the rest position, the braking device is engaged with the rail.

The rail can be, for example, the running or guide rail of the sliding door. But it can also be provided for a separate rail. According to one embodiment, the rail is mounted below the sliding door along its sliding path at the bottom of the vehicle. According to one embodiment, the rail runs above the sliding door. It is also possible to provide both above and below a rail and two braking devices, which act on one rail, if particularly high holding forces are required.

The rail may have a special profile, for example a U-profile, in which the braking device engages. Alternatively, a T-profile can be used, which is attached with its two side legs, for example, on the ground, so that the center leg facing the sliding door. It is also possible to use an angle profile or other suitable profiles.

The solution presented here allows for a secure fixing of the sliding door at any point while reducing the effort required to unlock the sliding door. This is achieved by the leverage associated with pivoting the door handle. The leverage can be adjusted so that a sufficient power transmission is possible.

The sliding door thus comprises a total of an actuating device for generating a force, which is transmitted with the transmission device to the braking device to release them.

According to one embodiment, the braking device has a housing attached to a door leaf of the sliding door and a movable brake pad, which is prestressed against the rail by means of a spring element supported on the housing. The brake pad is brought by the spring element into engagement with the rail and thus prevents movement of the sliding door. About the strength of the spring element of the contact pressure can be adjusted and thus ensure that the brake pad is pressed with sufficient pressure against the rail. The spring element may be a coil spring according to one embodiment.

According to one embodiment, the braking device is connected to a cable or a linkage of the transmission device. By means of the cable or the linkage, the braking device is actuated. For this purpose, the transmission device transmits the movement of the door handles in a suitable manner to the braking device, for example, to release the brake pad.

According to one embodiment, by pivoting the door handles in one of their actuating positions of the brake pad against the spring action of the spring element movable. The movement of the door handles is transmitted via the transmission device to the brake pad. For example, by pivoting one of the two door handles a cable connected to the brake cable can be tensioned, which releases the brake pad against the action of the spring element of the rail.

According to one embodiment, the door handles are pivotable about vertical pivot axes. The door handles can here, for example, each have a U-shape and be pivoted to the open ends of the U on the sliding door. The closed end can then be grasped by a person who wishes to open the sliding door. The Door handles are pivoted in this embodiment about a vertical axis.

According to one embodiment, the door handles are engaged with one another via tooth segments, thereby transmitting the movement of an actuated door handle to the other door handle. This makes it possible to couple the transmission device with only one of the two door handles. Regardless of which of the two door handles is actually pivoted, both door handles always move synchronously. The coupling of the transmission device can thus be simplified.

According to one embodiment, the door handles are guided by the spring action of the spring element of the braking device in its rest position when the door handles are not operated. The unactuated door handles are thus always in their rest position. At the same time, the spring element presses the brake pad against the rail and thus prevents an uncontrolled movement of the door leaf of the sliding door.

According to one embodiment, each of the two door handles is pivotally mounted at its two ends about its respective pivot axis. This improves the stability of the door handles and their attachment. The present example, in U-shape door handles can then be engaged with each other at their ends facing each other via the above-mentioned tooth segments.

According to one embodiment, the door handles are pivotally mounted about a common horizontal pivot axis and the door handles are oriented vertically in their rest position. The door handles can be constructed here like a typical doorknob, but this is not oriented horizontally but vertically. This is advantageous for a lateral displacement of the sliding door, since for this purpose the door handles can be pivoted on both sides into one of their actuating positions. According to one embodiment, the free end of the door handle down, so that people can not bump it.

The door handles are typically mounted about a common axis of rotation and rigidly connected to each other with a rotary shaft, so that they are always moved synchronously with each other.

According to one embodiment, the actuating device has a pivotably mounted cam, which acts on a spring-mounted piston, which brings the brake device via a cable or a linkage of the transmission device out of engagement with the rail when the piston is actuated by the cam. By pivoting the door handles, the cam is pivoted and thus at least partially free the piston. The thus released piston is moved by means of its spring, this movement being transmitted to the cable or the linkage and thus to the braking device.

The piston may, according to one embodiment, have a stop surface which is in contact with the cam and on which the cam acts. This stop surface may be perpendicular to the longitudinal axis of the piston, but also inclined thereto. Likewise, the stop surface may be flat or curved.

According to one embodiment, the cam has a symmetrical cross-section perpendicular to its axis of rotation, since it can be pivoted about its axis of rotation in both directions and in both directions releases the piston or at least allow movement of the piston in the direction of the cam. Accordingly, the abutment surface of the piston is symmetrical. The lateral swinging out of the cam follows the pivoting of the door handles, which can be pivoted to both sides.

The use of a cam has the advantage that the force to be applied for pivoting the cam can be kept comparatively low and thus the actuation of the door without great effort is possible. The force to be applied for actually releasing the braking device is provided by the spring of the piston. The actuation of the door handles is thus decoupled from the actuation of the braking device insofar that the force required to actuate the door handles can be set largely independently of the force required to disengage the braking device.

According to one embodiment, the piston brings by its spring the brake pad of the braking device against the spring out of engagement with the rail when the cam is swung out. The spring acting directly on the piston is therefore dimensioned so that it has a greater spring force than the spring of the brake pad.

According to one embodiment, the cam is connected via an eccentrically pivoted on the cam push rod with a pivot rod which is pivotable with the door handles about its pivot axis. The pivot rod and push rod form a lever gear to control the pivotal movement, i. H. the partial rotation of the door handles to translate into a pivoting of the cam. Over the length of the pivot rod relative to the cam, the force required to pivot the cam can be adjusted.

According to one embodiment, the actuating device has a pivotably mounted cam, which is connected via a cable directly to the brake pad. In this embodiment, a piston is not needed and the actuator thus simplified.

According to one embodiment, the cam is connected to a torsion spring, which brings the cam and the door handles in their rest position when the door handles are not actuated. The door handle must thus be pivoted against the torsion spring. In addition, the torsion spring pushes the cam and thus the piston against its spring back into their respective starting positions. Due to the leverage between the cam and piston, however, the strength of the torsion spring can be kept relatively low. This has a favorable effect on the force required to actuate the door handles. If a higher restoring force of the torsion spring is desired, however, the force required for pivoting the cam can be kept low by suitable dimensioning of the lever mechanism consisting of push rod and pivot rod.

According to one embodiment, a rail vehicle car is provided with a toilet unit comprising a sliding door. The sliding door described above is particularly advantageously used in toilet doors.

The possible uses of the sliding door described here, as well as its door brake, are particularly advantageous in vehicles in which there is the danger of an unwanted door movement as a result of moving the vehicle. The solution presented here is not limited to toilet sliding doors, but can be used with all sliding doors, in which a securing of the sliding door is desired in any position. Examples are sliding doors in rail vehicles, ships and other means of transport.

The above-described embodiments may be arbitrarily combined with each other.

characters

The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and not necessarily to scale. Like reference numerals designate like parts.

1 shows a sliding door according to an embodiment of the invention.

2A and 2 B show door handles according to the in 1 shown embodiment in their rest positions and operating positions.

3 shows a perspective view of an upper part of the door handles 2A and 2 B and an enlarged partial section in plan view.

4 shows a perspective view of a lower part of the door handles 2A and 2 B and an enlarged partial section in plan view.

5 shows a sliding door according to another embodiment of the invention.

6 shows a section of the sliding door 5 with the door handles and the actuator.

7 shows a sliding door according to another embodiment of the invention for explaining the braking device.

8A and 8B show the braking device in different states of actuation.

9 shows a cross section of the braking device 8A and 8B ,

embodiments

1 shows a sliding door according to an embodiment of the example of a toilet door without being limited thereto. The sliding door 100 includes a door leaf 101 which runs along a rail 103 in the embodiment described here on the ground 102 a rail vehicle is attached, is displaceable. As a rail 103 For example, the bottom-side guide rail of the sliding door can be used. The door leaf 101 is bent in the embodiment shown here, but may also be flat.

On both sides of the door 101 are door handles 110 attached, which are here U-shaped and with their free ends about vertical pivot axes 111 and 111b , as in 2A and 2 B recognizable, can be pivoted to both sides. To open and close the sliding door 100 Thus, a double, U-shaped door handle is used. The door handles 110 are part of an actuator 118 ,

In 1 is indicated that the door handle shown there 110 in a recessed grip 119 the actuator 118 located. This is, for example, on the outside facing the door of the door leaf 101 , so that the pointing there door handle 110 does not protrude into the corridor and narrows it. In addition, the door handle 110 so better protected and prevents a passenger can bump in jerky movements of the rail vehicle. The two door handles 110 can be arranged offset perpendicular to the door leaf, so that the recessed grip 119 located door handle is disposed within the geometric outer contour of the door leaf, while on the other side of the door panel 101 located door handle protrudes beyond the outer contour of the door leaf.

The sliding door further comprises a transmission device 120 and a braking device 140 at the bottom of the door leaf 101 ,

2A and 2 B show the two door handles 110a and 110b from above, where the representation of the door leaf was omitted here. This would extend vertically in the drawing plane. Each of the two door handles 110a and 110b is in each case a vertically oriented axis of rotation 111 and 111b pivotable in respective pivoting directions 116a and 116b stored. The open ends of the two U-shaped door handles 110a and 110b have each other and have in this embodiment at their upper ends on a tooth contour or tooth segments 112 through which they engage each other. It is also possible to use the tooth segments 112 both at the upper and lower ends of the door handles 110a and 110b to provide or only at the lower ends.

By means of the tooth segments 112 becomes a symmetrical movement of the door handles 110a and 110b regardless of which allows which of the two door handles 110a and 110b is pressed. The door handles 110a and 110b thus represent a synchronized unit. 2A shows the door handles 110a and 110b in an operating position swung out from a rest position. The resting position is in 2 B shown.

With reference to the 3 and 4 becomes the operation of the actuator 118 in connection with the transmission device 120 explained. One of the two door handles 110a and 110b is at its lower free end with a cable 121 the transmission device 120 connected. 4 shows in the perspective view the lower part of the door handles during 3 represents the upper part of the door handles. Will now one of the two door handles 110a and 110b operated, ie from the in 4 illustrated rest position 113a in one of the two operating positions 113b and 113c pivoted, this pivotal movement is on the cable 121 transfer. The rope head at one end of the cable 121 is set in a rope seat, whose from the respective position of the door handles 110a and 110b dependent position in 4 With 114a . 114b and 114c is indicated. A rope counterpart 122 is the open end of the door handle on which the cable 121 is fixed, opposite and leads the cable 121 , The rope counterpart 122 may for example have an opening through which the cable runs. Alternatively, a Bowden cable can be used.

If one of the two door handles 110a and 110b for example, in the operating position 113b pivots, the rope holder is in the position 114b pivoted on a circular path and thereby pulls on the cable 121 , The operation of the cable 121 thus takes place via the circular movement of the fixed rope in the rope head. In contrast, the door handle is in the operating position 113c pivoted, the rope holder is in the position 114c guided and also pulls on the cable 121 , In both cases, the extent of the cable pull 121 Acting train same.

By the at the top of the door handles 110a and 110b arranged tooth contour 112 the movement of the door handles takes place 110a and 110b always in sync. This is only a one-sided connection of the cable 121 to one of the two door handles 110a and 110b required.

The on the cable 121 acting train is from this on the braking device 140 transferred and thus solves the braking device 140 , This is thus out of engagement with the rail 103 brought. When releasing the door handles 110a and 110b These are returned to their rest position via a spring. This is preferably done by a in the braking device 140 existing spring element, which in case of unactuated door handles 110a and 110b a brake pad of the braking device 140 against the rail 103 suppressed. The operation of the braking device will be described below with reference to the 7 to 9 explains

The two door handles 110a and 110b act as an actuator 118 that with the braking device 140 via the transmission device 120 is coupled.

Instead of the cable 121 can transfer power from the door handles 110a and 110b on the braking device 140 also done by means of a linkage.

With reference to 5 and 6 another embodiment of the sliding door will be described. The sliding door 200 includes a door leaf 201 whose outside 201b and inside 201 in 5 is shown. The actuating device 218 has door handles 210 on the principle of the Hautürklinke, which are not aligned horizontally, but vertically. On the outside 201b is the door handle 210 again in a recessed grip 219 housed while the actuator 218 the inside 201 of the door leaf 201 survives. In the field of rail vehicle construction, the grip dimensions / hand freedom must be complied with in accordance with the TSI regulation (technical specifications for interoperability).

6 shows a section of the actuator 218 connected to the transmission device 220 is coupled. The two door handles 210 are via a common horizontally oriented pivot axis 211 rigidly connected and synchronized with each other. Around the pivot axis 211 is a swivel bar 226 pivotally mounted, which pivoting the door handles 210 follows and also rigid with the door handles 210 connected is. At the other end of the swivel bar 226 is a push rod 227 swiveled, the eccentric with a cam 223 the actuator 218 connected is. Will now one of the two door handles 210 actuated and swung out, the cam follows 223 over the swivel bar 2226 and push rod 227 this pivoting movement. The extent of the pivoting movement of the cam 223 can about the ratio of the length of the swivel bar 226 to the distance between the cam axis 223a and the pivot point of the push rod 227 be set. This also defines a power transmission ratio. The pivoting movement is possible on both sides.

The cam 223 acts on a stop surface 224a a spring-mounted piston 224 one. The piston is with a spring 225 against the cam 223 biased. By a lateral swiveling of the cam 223 becomes the piston 224 partially released and may be due to the spring 225 in the direction of the cam 223 move. It is not necessary that the cam 223 is completely swung out, as only a slight movement of the piston 224 is needed. The piston 224 is with a cable 221 connected, which leads to the braking device.

By means of a torsion spring, not shown here, the cams 223 held in its initial position or neutral position, which is here vertically downwards. The strength of the torsion spring is sufficient, the piston 224 against the spring force of the spring 225 to press down. This is partly due to the leverage of the cam 223 reached. The torsion spring acts via the push rod 227 and the swivel bar 226 also on the door handles 210 and returns them to their resting position. The door handles 210 must therefore be pivoted only against the spring force of the torsion spring. By means of the lever gear from push rod 227 and swivel bar 226 the required force can be adjusted. This is a decoupling for operating the door handles 210 required force from that for actuating the piston 224 required force given.

As a result, the specification of the TSI regulation with an actuation force of door handles of not more than 20 N can be safely met.

On the other hand, that is on the piston 224 acting spring force of the torsion spring on the lever action of the cam 223 reinforced, so that the rotational spring force does not have to be too big. If a high torsion spring force is desired, the lever mechanism can be adapted accordingly.

The spring constant of the spring 225 is greater than the spring constant of the spring of the braking device, which presses the brake pad against the rail. The force to release the brake pad against its spring is from the spring 225 provided and therefore does not have to be directly from the door handles 210 and thus the person who has the sliding door 200 open or close, be exercised.

The solution presented in this embodiment also ensures a uniform force effect. This embodiment is preferred in WC cabins, which must be manufactured according to TSI regulations.

7 shows a further embodiment for explaining the braking device 340 , This can be combined with either of the above two embodiments. The braking device 340 is at the bottom of the door leaf 301 the sliding door 300 attached and is by means of a cable 321 that the braking device 340 connects with the actuator, actuated. The braking device 340 is in the unactuated state in engagement with a rail 303 ,

As in 8A . 8B and 9 illustrated, includes the braking device 340 one on the door leaf 301 the sliding door 300 attached housing 341 in which a brake pad 343 is resiliently mounted. The housing 341 is on the track 303 pointing side open and leads the brake pad 343 through side surfaces 342 , The brake pad 343 can one to the rail 303 open U-profile 344 and thus the rail 303 include. This will cause a lateral breaking of the brake pad 343 avoided.

Under the effect of one in the housing 341 mounted and supported thereon spring element 345 , this in 9 is designed as a spiral spring, the brake pad is not operated brake device 340 in the direction of rail 303 pressed and thus slows down the sliding door 300 at any position. 8B shows the relative position of the brake pad 343 to the housing 341 in braking position. The brake pad 343 is through the spring 345 partly from the case 341 pressed. 8A shows the braking device 340 in the actuated state, ie when the brake pad 343 through the cable 321 retracted and thus the braking device 340 out of engagement with the rail 303 is.

The braking device 340 also has a rope holder 346 with an adjusting screw for receiving and adjusting the cable 321 , Through the adjustment screw, the rope length and thereby the power transmission from the actuator to the brake pad 343 as well as the length of the stroke.

When opening or closing the sliding door is on the pulling device of the actuating unit, which can be formed here by a cable and, alternatively, a metal linkage, the braking device 340 solved, ie the brake pad 343 from the rail 303 against the spring 345 withdrawn. The sliding door 300 can be opened. By the spring force of the spring 345 becomes the brake pad 343 when releasing the door handles returned to its original position and thus back into engagement with the rail 303 brought.

The contact pressure of the brake pad 343 on the rail 303 the sliding door can be adjusted by different springs with necessary spring forces.

In a subsequent installation of the braking device 340 or in WC doors with minimal material thicknesses, the transmission of forces can preferably be done via a cable, since there is only a small footprint.

The embodiment of the transmission device as a metal rod unit represents an alternative possibility, which allows a safe transmission of the actuating forces. Since this integration into the door leaf is advantageous, this must be taken into account when designing the sliding door accordingly. In principle, of course, the integration of the cable pull solution in the door leaf is already advantageous for aesthetic but also for safety reasons.

The above-described embodiments may be arbitrarily combined with each other.

While specific embodiments have been illustrated and described herein, it is within the scope of the present invention to properly modify the illustrated embodiments without departing from the scope of the present invention. The following claims are a first, non-binding attempt to broadly define the invention.

LIST OF REFERENCE NUMBERS

100

sliding door

101

door leaf

102

ground

103

rail

110, 110a, 110b

door handle

111a, 111b

vertical pivot axis

112

toothed segments

113a

rest position

113b, 113c

operating position

114a, 114b, 114c

cable receptacle

116a, 116b

pan direction

118

actuator

119

grip

120

transmission equipment

121

cable

122

Rope counterpart

140

braking means

200

sliding door

201

door leaf

201

inside

201b

outside

210

door handle

211

horizontal swivel axis

218

The door handle unit

219

grip

220

transmission equipment

221

cable

223

cam

223a

cam axis

224

piston

224a

stop surface

225

feather

226

pivot bar

227

pushrod

301

door leaf

303

rail

321

Cable, linkage

340

braking means

341

casing

342

faces

343

brake pad

344

U-profile

345

spring element

346

cable receptacle

Claims (14)

Rail vehicle with one rail along ( 103 . 303 ) sliding sliding door ( 100 . 200 . 300 ) with pivotally mounted door handles ( 110 . 110a . 110b . 210 ) an actuating device ( 118 . 218 ) on both sides ( 201 . 201b ) the sliding door ( 100 . 200 . 300 ), characterized in that the door handles ( 110 . 110a . 110b . 210 ) each a rest position ( 113a ) and two actuation positions ( 113b . 113c ) on both sides of the rest position ( 113a ), wherein the actuating positions are arranged symmetrically about the rest position and the movement of one of the two door handles is transferred to the other of the two door handles, and the sliding door ( 100 . 200 . 300 ) a braking device ( 140 . 340 ), which by means of the door handles ( 110 . 110a . 110b . 210 ) via a transmission device ( 120 . 220 ) is operable, wherein the braking device ( 140 . 340 ) in the rest position ( 113a ) of the door handles ( 110 . 110a . 110b . 210 ) in engagement with the rail ( 103 . 303 ) and in the actuation position ( 113b . 113c ) of the door handles ( 110 . 110a . 110b . 210 ) out of engagement with the rail ( 103 . 303 ), wherein the braking device ( 340 ) on a door leaf ( 301 ) the sliding door ( 300 ) fixed housing ( 341 ) and a movable brake pad ( 343 ), which by means of a housing ( 341 ) supporting spring element ( 345 ) against the rail ( 303 ) is biased. Rail vehicle according to claim 1, characterized in that the braking device ( 140 . 340 ) with a cable ( 121 . 221 . 321 ) or a linkage of the transmission device ( 120 . 220 ) connected is. Rail vehicle according to claim 2, characterized in that by pivoting the door handles ( 110 . 210 ) in one of its actuating positions of the brake pad ( 343 ) against the spring action of the spring element ( 345 ) is movable. Rail vehicle according to one of claims 1 to 3, characterized in that the door handles ( 110 ) about vertical pivot axes ( 111 . 111b ) are pivotable. Rail vehicle according to claim 4, characterized in that the door handles ( 110 . 110a . 110b ) via tooth segments ( 112 ) are engaged with each other. Rail vehicle according to claim 4 or 5, characterized in that the door handles ( 110 . 110a . 110b ) by the spring action of the spring element ( 345 ) of the braking device ( 340 ) are guided to their rest position when the door handles ( 110 . 110a . 110b ) can not be operated. Rail vehicle according to one of claims 4 to 6, characterized in that each of the two door handles ( 110 . 110a . 110b ) at its two ends about its respective pivot axis ( 111 . 111b ) is pivotally mounted. Rail vehicle according to one of claims 1 to 3, characterized in that the door handles ( 210 ) about a common horizontal pivot axis ( 211 ) are pivotally mounted and the door handles ( 210 ) are vertically oriented in their rest position. Rail vehicle according to claim 8, characterized in that the actuating device ( 218 ) a pivotally mounted cam ( 223 ) mounted on a spring-loaded piston ( 224 ), which via a cable ( 221 ) or a linkage of the transmission device ( 220 ) the braking device ( 340 ) disengages the rail when the piston ( 224 ) through the cam ( 223 ) is pressed. Rail vehicle according to claim 9, characterized in that the piston ( 224 ) by its spring ( 225 ) the brake pad ( 343 ) of the braking device ( 340 ) against its spring ( 345 ) out of engagement with the rail ( 103 . 303 ), when the cam ( 223 ) is swung out. Rail vehicle according to claim 9 or 10, characterized in that the cam ( 223 ) via one on the cam ( 223 ) eccentrically pivoted push rod ( 227 ) with a pivoting rod ( 226 ) connected to the door handles ( 210 ) about its pivot axis ( 211 ) is pivotable. Rail vehicle according to claim 8, characterized in that the actuating device ( 118 . 218 ) has a pivotally mounted cam which is connected via a cable directly to the brake pad. Rail vehicle according to one of claims 9 to 12, characterized in that the cam ( 223 ) is connected to a torsion spring, which the cam ( 223 ) and the door handles ( 210 ), when the door handles ( 210 ) can not be operated. Rail car with a toilet unit that has a sliding door ( 100 . 200 . 300 ) according to one of the preceding claims.

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