EP0222995B1 - Sliding wing in form of a window, door or the like - Google Patents

Sliding wing in form of a window, door or the like Download PDF

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Publication number
EP0222995B1
EP0222995B1 EP86112082A EP86112082A EP0222995B1 EP 0222995 B1 EP0222995 B1 EP 0222995B1 EP 86112082 A EP86112082 A EP 86112082A EP 86112082 A EP86112082 A EP 86112082A EP 0222995 B1 EP0222995 B1 EP 0222995B1
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EP
European Patent Office
Prior art keywords
carriage
gear
sliding leaf
leaf
control arm
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP86112082A
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German (de)
French (fr)
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EP0222995A3 (en
EP0222995A2 (en
Inventor
Arno Kilian
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Carl Fuhr GmbH and Co KG
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Carl Fuhr GmbH and Co KG
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Application filed by Carl Fuhr GmbH and Co KG filed Critical Carl Fuhr GmbH and Co KG
Priority to AT86112082T priority Critical patent/ATE48304T1/en
Publication of EP0222995A2 publication Critical patent/EP0222995A2/en
Publication of EP0222995A3 publication Critical patent/EP0222995A3/en
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D15/00—Suspension arrangements for wings
    • E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
    • E05D15/10—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
    • E05D15/1005—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane the wing being supported on arms movable in horizontal planes
    • E05D15/1013—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane the wing being supported on arms movable in horizontal planes specially adapted for windows
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME RELATING TO HINGES OR OTHER SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS AND DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION, CHECKS FOR WINGS AND WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/10—Application of doors, windows, wings or fittings thereof for buildings or parts thereof
    • E05Y2900/13—Application of doors, windows, wings or fittings thereof for buildings or parts thereof characterised by the type of wing
    • E05Y2900/148—Windows

Definitions

  • the invention relates to a sliding door in the form of a window, a door or the like, which can be parked in parallel, carried by at least two carriages which are displaceably guided in frame-side longitudinal rails, each of which has a support arm which can be pivoted transversely to the rail direction by means of the leaf operating lever, the outer end of which attacks a wing wing.
  • Such a sliding leaf is known from DE-OS 2 633 369, in which the sliding leaf is switched off by actuating the leaf operating lever.
  • the support arms are pivoted, which pass through the corresponding recesses on the opening leg of the sliding sash.
  • shut-off sliding sash is known from DE-OS 3 234 677, in which the parallel storage position can be brought about by pulling out the sash, a bolt loaded by a compression spring being pressed inwards by a cam of the support arm.
  • the invention is therefore based on the object of designing a sliding sash of the type in question in a technically simple manner such that, in addition to an easy to carry out real parallel adjustment of the sliding sash to its own plane, no cutouts on the uprights of the sash profile are required.
  • the carriage consists of two carriage parts which are movable with respect to one another in the longitudinal direction of the rail and which shift with respect to one another when the operating lever is actuated, of which one carriage part carries the support arm and the other carriage part carries a handlebar lying to the support arm, the displacement movement of the carriage parts is achieved to each other by means of a control arm which is articulated on the wing side and extends to the one carriage part, is pivotable from the drive rod of the wing and, when the wing is parked in parallel, leads to one carriage part moving towards the other carriage part.
  • a sliding sash which, on the one hand, has a simple, inexpensive structure and, on the other hand, embodies a design that is optimal in terms of use, in addition to easy operation.
  • the handling for bringing about and lifting the parallel storage position of the sliding sash is easy to carry out. This is done by exclusively relocating the wing operating lever.
  • the moveable parts of the wagon bring a real parallel parking of the wing.
  • the wing pivot point of the support arm moves on a straight line perpendicular to the sliding wing plane. Any superimposed transverse movements that cause the seals to slide past the fixed frame are switched off. Furthermore, no cutouts are required on the opening leg of the sliding sash.
  • Control-related advantages result from the fact that the control arm is actuated by means of a gear reduction and angular gear arranged in the support shoe, the drive wheel of which is seated on an axis which passes through the transverse wall of the shoe and reaches into the wing profile and which fits into a nut of a gear which meshes with the drive rod intervenes.
  • a longitudinal movement of the drive rod leads to a rotation of the nut, which in turn actuates the drive wheel via the axis and thus the control arm via the gear reduction angular gear.
  • the axis carries a control cam which acts on a locking bar which is spring-loaded in the direction of a locking engagement on the last reduction gear wheel, which gear wheel in bevel gear translation to the axis of the control arm, which on the underside of the support shoe from this emerges, stands.
  • the locking bar is not acted upon by the control cam in the unlocking position, the control arm is not yet released for rotation. Only when the control cam brings the locking bar into the release position is it possible to pivot the control arm by means of the gear.
  • the clearance is achieved by means of two toothed rings which can be moved relative to one another on the axis of the drive wheel. Only after the required clearance has been passed through are the two sprockets taken together, which then engage in the corresponding gear.
  • the support shoe has a bearing seat for a reversing gear that can be engaged in the reduction gear.
  • the gear reduction angular gear of both carrier shoes can therefore largely be of the same design with a reduction in the number of different components.
  • this is achieved by means of the switchable direction reversing gear.
  • an advantageous feature is to provide a dovetail rail guide between the two parts of the car. This results in load-related advantages, since the wing load is then absorbed by both parts of the wagon.
  • the numeral 1 denotes a fixed frame. It is composed of the two vertically standing frame legs 2, 3 and the horizontal frame legs 4, 5, which are interconnected in the middle by a further vertical frame leg 6. In this way it is possible to assign a fixed door leaf 7 to the fixed frame 1 on the left-hand side and a sliding leaf 8 on the right-hand side. The latter can be parked parallel to itself from its closed position and pushed into the position covering the door leaf 7.
  • the sliding sash 8 carries an operating lever 9 on its vertical frame leg 2 on the right. If this takes its downward, solid line position, this corresponds to the closed position of the sliding sash 8. If the operating lever 9 is pivoted 90 ° clockwise, then The lower horizontal frame leg 4 of the sliding sash remains in the contact position, while the opening scissors 10 provided on the upper frame leg 5 pivot, which leads to the tilting position of the sliding sash 8. A further displacement of the operating lever 9 then leads to the sliding sash being turned parallel to itself. Then the sliding sash can be displaced by means of the longitudinal rails 11, 12 fastened to the horizontal frame legs 4, 5.
  • Each carriage 13, 14 assigned to the sliding sash are guided on the longitudinal rail 12 fastened to the lower frame leg 4 of the fixed frame 1 and are designed as mirror images of one another.
  • Each carriage 13, 14 is composed of two carriage parts 15, 16.
  • the shorter carriage part 15 carries a guide roller 17, while the other, longer designed carriage part 16 receives two guide rollers 18.
  • the shorter carriage part 15 is provided at its free end with a latching device 19, into which a latching pin 20 of a stopper device 21 fastened to the longitudinal rail 12 enters in a form-fitting manner. Above the locking pin 20 extends a stop pin 22 which rests on the end face of this carriage part 15.
  • a shorter cross section of a rail 23 extends from the shorter carriage part 15. This extends in the longitudinal direction device of the longitudinal rail 12 and enters a dovetail groove 24 of the other carriage part 16 in a form-fitting manner.
  • the longer carriage part 16 supports a support arm 26 around a vertically aligned pin 25.
  • a link 28 engages on a joint pin 27 provided in the central region of the support arm 26 and can be pivoted about a joint pin 29 of the shorter carriage part 15.
  • There are lever arms such that when the support arm 26 is pivoted, the support pin 30 provided at the free end thereof and projecting upward moves on a straight line which is perpendicular to the plane of the window sash.
  • the longer carriage part 16 is also moved in the direction of the shorter carriage part 15, which movement is limited in that the mutually facing end faces 15 ', 16' of the carriage parts 15, 16 face each other.
  • the bushes 31 form an external thread which engages in an internal thread of the support shoes 32, 33.
  • This bearing point formed by the bush 31 in the support shoe 32, 33 is at the same distance from the edge of the wing on both sides, that is to say on the right and left, in order to enable parallel opening.
  • the support shoes 32 and 33 form an angular receptacle in order to be able to accommodate the so-called wing cover with limited stops.
  • Each support shoe 32, 33 is equipped with a gear reduction angular gear 34, 35. These are arranged in mirror image to each other and differ in that the gear reduction angular gear 35 assigned to the left corner of the sliding sash 8 additionally has a direction reversing gear 36.
  • Each gear reduction angular gear 34, 35 has a housing 37 fastened to the support shoe, which represents an extension of the support shoe.
  • the transverse wall 38 of the housing 37 or of the carrying shoe is penetrated by an axis 39.
  • the latter forms a square section 39 'which extends into the wing profile and which fits in a form-fitting manner in a nut N of a gear 41 meshing with the drive rod 40.
  • the axially 39 axially opposing driver wings 42, in the movement path of which rear pins 43 of a toothed ring 44 arranged freely rotatable on the axis 39 are located. Following this ring gear 44, the axis 39 forms a flattened driving section 39 ′′.
  • a segment-like ring gear 45 and a control cam 46 are seated flat on the ring gear 44 and a screw 47 is used for capturing the ring gear 45 and the control cam 46 passes through a longitudinal slot 48 of a locking bar 49.
  • This is equipped with two pins 50, 51 in the area of the control cam 46.
  • the locking bar 49 which extends in the longitudinal direction of the lower frame leg 4, receives a sliding piece 52 which has a pocket 53 which is open on one side In the closed position of the sliding sash 8, the latter overlaps a blocking pin 55 extending from the last reduction gear wheel 54.
  • a compression spring 56 which acts against the slide 52 thereby loads the locking bar 49 in the direction of its locking engagement.
  • the two toothed rings 44, 45 which are in free movement with respect to one another, represent the drive wheel which meshes with the reversing gear 36 in one gear 35. This is in meshing engagement with a further reduction gear 57, which meshes with the last reduction gear 54.
  • the gear 57 In the gear reduction angular gear 35, the gear 57 is lowered. Its axis is then below the locking bar 49.
  • the gear reduction angular gear 34 the axis of this gear 57 is arranged higher and is approximately aligned with the center line of the locking bar 49.
  • the last reduction gear 54 is connected to a bevel gear 58 which meshes with a bevel gear 59.
  • This sits non-rotatably on the axis 60 of a control arm 61, which axis passes through the underside of the support shoe, projects above it and there carries the aforementioned control arm 61 in a rotationally fixed manner.
  • the control arm 61 receives a pivot pin 62 which projects downward.
  • a double lever 63 is mounted around this.
  • the shorter lever arm 63 'has an upwardly projecting stop pin 64 which projects into a hole 65 of the control arm 61 which is larger in cross section.
  • a torsion spring 66 is arranged on the pivot pin 62.
  • the other end of the torsion spring 6 acts on a pin 68 of the longer lever arm 63 ".
  • a guide bore 69 for a sliding bracket 70 which engages with a bearing eye 71 by means of a transverse pin 72 on the longer car part 16.
  • the spring loading of the double lever 63 is such that the control arm is spring-loaded in the direction of its position, which is particularly necessary when the tilting position is brought about, so that a tightening torque is then exerted on the sliding sash in the direction of the fixed frame.
  • segment-like ring gear 45 was rotated so far that it does not yet engage with the direction reversing gear wheel 36, see FIG. 10. From this it can also be seen that the teeth of the two ring gears 44, 45 are not yet aligned with one another .
  • FIGS. 11 to 13 illustrate the position according to FIGS. 11 to 13.
  • Fig. 11 illustrates that then the driving wing 42 have stepped in front of the pin 43 of the ring gear 44. Furthermore, the teeth of the sprockets 44, 45 are in a congruent position such that a tooth facing the reversing gear 36 is already in an engaged position. 13 then shows that the control cam 46 acts on the pin 50 and thus has moved the locking bar 49 against its spring load, the pocket 53 releasing the blocking pin 55 of the last reduction gear wheel 54.
  • the direction-reversing gear 36 in the gear-reduction angular gear 35 is taken along by moving the drive rod via the two gear rings 44, 45 which represent the drive wheel.
  • the engagement takes place directly in the gear 57.
  • This causes the last reduction gear 54, which rotates the axis 60 of the control lever 61 via the bevel gear ratio, and thus also this, which is in a spread-out position occurs and thereby via the double lever 63 to a spreading of the sliding wing 8 leads connected with a displacement of the carriage part 16 and pivoting of the support arm 26.
  • FIG. 4 shows that the advantageous arrangement and design of the carriage 13, 14 of the support arm 26, the support shoes 32, 33 of the impact leg A in the corresponding area does not must be left out so that the seal remains undamaged.

Abstract

1. Sliding leaf (8) which is in the form of a window, a door or the like, can be offset parallel and is supported by at least two carriages (13, 14) which are guided displaceably in longitudinal rails (12) on the frame and each of which has a supporting arm (26) which is swivellable transversely to the rail direction by means of the leaf operating lever (9) and the outer end of which engages on a supporting shoe of the leaf, characterized in that the carriage (13, 14) comprises two carriage parts (15, 16) which are movable relative to one another in the longitudinal direction of the rails, are displaced relative to one another when the operating lever is actuated and of which one carriage part (16) supports the supporting arm (26) and the other carriage part (15) supports a connecting rod (28) lying toggle lever-fashion relative to the supporting arm (26), the displacement movement of the carriage parts (15, 16) relative to one another being achieved by means of a control arm (61) which is articulated on the leaf and extends to one carriage part (16), can be swivelled by the driving rod (40) of the sliding leaf (8) and when the sliding leaf (8) is offset parallel leads to one carriage part (16) travelling towards the other carriage part (15).

Description

Die Erfindung betrifft einen in Form eines Fensters, einer Tür oder dergleichen ausgebildeten, parallel abstellbaren Schiebeflügel, getragen von mindestens zwei in rahmenseitigen Längsschienen verschieblich geführten Wagen, von denen jeder einen quer zur Schienenrichtung mittels des Flügel-Bedienungshebels schwenkbaren Tragarm besitzt, dessen äußeres Ende an einem Tragschuh des Flügels angreift.The invention relates to a sliding door in the form of a window, a door or the like, which can be parked in parallel, carried by at least two carriages which are displaceably guided in frame-side longitudinal rails, each of which has a support arm which can be pivoted transversely to the rail direction by means of the leaf operating lever, the outer end of which attacks a wing wing.

Ein derartiger Schiebeflügel ist bekannt aus der DE-OS 2 633 369, bei welchem die Abstellung des Schiebeflügels über die Betätigung des Flügel-Bedienungshebels erfolgt. Hierbei werden die Tragarme verschwenkt, die entsprechende Ausnehmungen am Aufschlagschenkel des Schiebeflügels durchgreifen.Such a sliding leaf is known from DE-OS 2 633 369, in which the sliding leaf is switched off by actuating the leaf operating lever. Here, the support arms are pivoted, which pass through the corresponding recesses on the opening leg of the sliding sash.

Hieraus ergibt sich eine aufwendige Herstellung. Ferner wird die Dichtigkeit des Schiebeflügels beeinträchtigt. Außerdem ergeben sich ungünstige Abstellwege.This results in complex production. Furthermore, the tightness of the sliding sash is impaired. In addition, there are unfavorable parking spaces.

Weiterhin ist ein abstellbarer Schiebeflügel aus der DE-OS 3 234 677 bekannt, bei welchem die Parallelabstellage durch Herausziehen des Flügels herbeigeführt werden kann, wobei ein von einer Druckfeder belasteter Riegel von einem Nocken des Tragarmes in Einwärtsrichtung zu drücken ist.Furthermore, a shut-off sliding sash is known from DE-OS 3 234 677, in which the parallel storage position can be brought about by pulling out the sash, a bolt loaded by a compression spring being pressed inwards by a cam of the support arm.

Beiden vorgenannten Ausgestaltungen ist gemeinsam, daß der flügelseitige Anlenkpunkt sich auf einer Bogenbahn bewegt.Both of the above-mentioned configurations have in common that the wing-side articulation point moves on an arch path.

Eine echte Parallelabstellung des Flügelrahmens ist daher nicht gegeben.There is therefore no real parallel setting of the casement.

Der Erfindung liegt daher die Aufgabe zugrunde, einen Schiebeflügel der in Rede stehenden Art in herstellungstechnisch einfacher Weise so auszugestalten, daß neben einer leicht durchzuführenden, echten Parallelverstellung des Schiebeflügels zu seiner eigenen Ebene keine Ausfräsungen am Aufschlagschenkel des Flügelprofils erforderlich sind.The invention is therefore based on the object of designing a sliding sash of the type in question in a technically simple manner such that, in addition to an easy to carry out real parallel adjustment of the sliding sash to its own plane, no cutouts on the uprights of the sash profile are required.

Diese Aufgabe wird dadurch gelöst, daß der Wagen aus zwei in Schienenlängsrichtung zueinander beweglichen, sich bei der Bedienungshebelbetätigung zueinander verschiebenden Wagenteilen besteht, von denen der eine Wagenteil den Tragarm und der andere Wagenteil einen kniehebelartig zu dem Tragarm liegenden Lenker trägt, wobei die Verschiebebewegung der Wagenteile zueinander mittels eines Steuerarms erzielt ist, der flügelseitig angelenkt ist und zu dem einen Wagenteil reicht, von der Treibstange des Flügels verschwenkbar ist und beim Parallelabstellen des Flügels dazu führt, daß der eine Wagenteil auf den anderen Wagenteil zu fährt.This object is achieved in that the carriage consists of two carriage parts which are movable with respect to one another in the longitudinal direction of the rail and which shift with respect to one another when the operating lever is actuated, of which one carriage part carries the support arm and the other carriage part carries a handlebar lying to the support arm, the displacement movement of the carriage parts is achieved to each other by means of a control arm which is articulated on the wing side and extends to the one carriage part, is pivotable from the drive rod of the wing and, when the wing is parked in parallel, leads to one carriage part moving towards the other carriage part.

Aufgrund dieser Ausgestaltung ist ein Schiebeflügel geschaffen, der einerseits einen einfachen, günstigen Aufbau besitzt und andererseits neben einer leichten Bedienung eine gebrauchstechnisch optimale Ausgestaltung verkörpert. Die Handhabung zur Herbeiführung und Aufhebung der Parallelabstellage des Schiebeflügels ist leicht vorzunehmen. Dies geschieht durch ausschließliche Verlagerung des Flügelbedienungshebels. Die beweglich zueinander angeordneten Wagenteile bringen dabei eine echte Parallelabstellung des Flügels. Der Flügelanlenkpunkt des Tragarmes bewegt sich dabei im Gegensatz zum Stand der Technik auf einer Geraden lotrecht zur Schiebeflügelebene. Jegliche überlagerten Querbewegungen, die zu einem Vorbeiziehen der Dichtungen am feststehenden Rahmen führen, sind ausgeschaltet. Ferner sind keine Ausfräsungen am Aufschlagschenkel des Schiebeflügels erforderlich. Auch ist eine sichere Bedienungsweise durch Einzelhebelbetätigung verwirklicht. Die Bauform erweist sich als sehr stabil, insbesondere weil in parallel abgestellter Lage des Schiebeflügels beide Wagenteile gegeneinandergetreten sind. Beim anschließenden Verschieben des Schiebeflügels bilden sie dadurch eine sich gemeinsam verlagernde, zusammenhängende Baueinheit.Because of this design, a sliding sash is created which, on the one hand, has a simple, inexpensive structure and, on the other hand, embodies a design that is optimal in terms of use, in addition to easy operation. The handling for bringing about and lifting the parallel storage position of the sliding sash is easy to carry out. This is done by exclusively relocating the wing operating lever. The moveable parts of the wagon bring a real parallel parking of the wing. In contrast to the prior art, the wing pivot point of the support arm moves on a straight line perpendicular to the sliding wing plane. Any superimposed transverse movements that cause the seals to slide past the fixed frame are switched off. Furthermore, no cutouts are required on the opening leg of the sliding sash. Safe operation is also achieved by operating single levers. The design proves to be very stable, especially because both parts of the car have come into contact with each other in the parallel position of the sliding sash. When the sliding sash is subsequently moved, they form a coherent structural unit that moves together.

Bautechnische Vorteile ergeben sich dadurch, daß Tragarm und Steuerarm parallelogrammartig zueinander angeordnet sind. Beide gehen vom Tragschuh aus und greifen beide am gleichen Wagenteil an.Structural advantages result from the fact that support arm and control arm are arranged parallelogram to each other. Both start from the carrying shoe and both attack the same part of the car.

Ferner ist es vorteilhaft, einen Freigang zwischen Treibstangenverschiebung und Schwenkbewegung des Steuerarms und eine Verriegelung des Steuerarms in der Anstellage des Flügels vorzusehen. Dieses erlaubt die eingangs erwähnte Kippstellung, so daß in dieser das untere Ende des Schiebeflügels sich noch in der Anstellage befindet. Während der ersten Betätigung des Bedienungshebels wird demgemäß nur die am oberen horizontalen Schenkel des Schiebeflügels befindliche Ausstellkehre so verlagert, daß sie das Kippen bestimmt.It is also advantageous to provide a clearance between the drive rod displacement and pivoting movement of the control arm and a locking of the control arm in the position of the wing. This allows the tilting position mentioned at the beginning, so that the lower end of the sliding sash is still in the position of engagement. Accordingly, during the first actuation of the operating lever, only the opening bend located on the upper horizontal leg of the sliding sash is displaced in such a way that it determines the tilting.

Steuerungstechnische Vorteile ergeben sich dadurch, daß der Steuerarm mittels eines im Tragschuh angeordneten Zahnrad-Untersetzungs-und Winkelgetriebes betätigt ist, dessen Antriebsrad auf einer die Querwand des Schuhes durchsetzenden, in das Flügelprofil reichenden Achse sitzt, die in eine mit der Treibstange kämmende Nuß eines Getriebes eingreift. Auf diese Weise führt eine Längsbewegung der Treibstange zu einem Verdrehen der Nuß, welche ihrerseits über die Achse das Antriebsrad und damit über das Zahnrad-Untersetzungs-Winkelgetriebe den Steuerarm betätigt.Control-related advantages result from the fact that the control arm is actuated by means of a gear reduction and angular gear arranged in the support shoe, the drive wheel of which is seated on an axis which passes through the transverse wall of the shoe and reaches into the wing profile and which fits into a nut of a gear which meshes with the drive rod intervenes. In this way, a longitudinal movement of the drive rod leads to a rotation of the nut, which in turn actuates the drive wheel via the axis and thus the control arm via the gear reduction angular gear.

Weiterhin ist es günstig, daß die Achse einen Steuernocken trägt, der eine Riegelstange beaufschlagt, welche in Richtung eines sperrenden Eingriffes am letzten Untersetzungs-Getrieberad federbelastet ist, welches Getrieberad in Kegelrad-Übersetzung zur Achse des Steuerarms, die an der Unterseite des Tragschuhs aus diesem austritt, steht. Solange die Riegelstange nicht in Entriegelungsstellung durch den Steuernocken beaufschlagt wird, ist der Steuerarm noch nicht zur Drehung freigegeben. Erst wenn der Steuernocken die Riegelstange in Freigabestellung bringt, ist ein Verschwenken des Steuerarms mittels des Getriebes ermöglicht.It is also favorable that the axis carries a control cam which acts on a locking bar which is spring-loaded in the direction of a locking engagement on the last reduction gear wheel, which gear wheel in bevel gear translation to the axis of the control arm, which on the underside of the support shoe from this emerges, stands. As long as the locking bar is not acted upon by the control cam in the unlocking position, the control arm is not yet released for rotation. Only when the control cam brings the locking bar into the release position is it possible to pivot the control arm by means of the gear.

Zwecks einer kompakten, mit geringen Toleranzen arbeitenden Bauform ist der Freigang durch zwei zueinander bewegliche Zahnkränze auf der Achse des Antriebrades erzielt. Erst nach Durchlaufen des erforderlichen Freigangs erfolgt die Mitnahme beider Zahnkränze gemeinsam, die dann in das entsprechende Zahnrad eingreifen.For the purpose of a compact design working with small tolerances, the clearance is achieved by means of two toothed rings which can be moved relative to one another on the axis of the drive wheel. Only after the required clearance has been passed through are the two sprockets taken together, which then engage in the corresponding gear.

Damit trotz der üblichen Toleranzen bei solchen Schiebeflügeln dieser in der Kippstellung am unteren Ende in Anlagestellung verbleibt, ist der Steuerarm in Richtung seiner Anstellage federbelastet.So that in spite of the usual tolerances in such sliding sashes, this remains in the tilt position at the lower end in the bearing position, the control arm is spring-loaded in the direction of its position.

Ein weiterer Vorteil ist dadurch erreicht, daß der Tragschuh eine Lageraufnahme für ein in das Untersetzungsgetriebe einschaltbares Richtungsumkehr-Zahnrad aufweist. Das Zahnrad-Untersetzungs-Winkelgetriebe beider Tragschuhe kann daher weitgehend in seinem Aufbau gleich gestaltet sein unter Verringerung der unterschiedlichen Bauteile. Da jedoch eine gegenläufige Bewegung der beweglichen Wagenteile beider Wagen auftritt, wird dieses durch das einschaltbare Richtungsumkehr-Zahnrad erreicht.Another advantage is achieved in that the support shoe has a bearing seat for a reversing gear that can be engaged in the reduction gear. The gear reduction angular gear of both carrier shoes can therefore largely be of the same design with a reduction in the number of different components. However, since there is an opposite movement of the movable carriage parts of both carriages, this is achieved by means of the switchable direction reversing gear.

Schließlich besteht ein vorteilhaftes Merkmal noch darin, eine Schwalbenschwanz-Schienenführung zwischen beiden Wagenteilen vorzusehen. Hieraus resultieren belastungstechnische Vorteile, da die Flügellast dann von beiden Wagenteilen aufgefangen wird.Finally, an advantageous feature is to provide a dovetail rail guide between the two parts of the car. This results in load-related advantages, since the wing load is then absorbed by both parts of the wagon.

Nachstehend wird ein Ausführungsbeispiel der Erfindung anhand der Fig. 1 bis 19 erläutert. Es zeigt

  • Fig. 1 eine Ansicht eines in Form einer Türe ausgebildeten Schiebeflügels in seiner Verschlußstellung mit ihm zugeordnetem feststehenden Türflügel,
  • Fig. 2 eine Ansicht gegen den unteren Bereich des Schiebeflügels in seiner Verschlußstellung bei fortgelassener Abdeckschiene,
  • Fig. 3 eine Draufsicht auf den an der rechten Seite des Schiebeflügels angeordneten Wagen in der Parallel-Abstellage des Schiebeflügels bei im Schnitt dargestelltem Zahnrad-Untersetzungs-Winkelgetriebe,
  • Fig. 4 einen Vertikalschnitt durch den unteren Bereich des Schiebeflügels bei strichpunktiert angedeutetem Wagen und Tragschuh bei geschlossenem Schiebeflügel,
  • Fig. 5 in Einzeldarstellung eine Ansicht des Zahnrad-Untersetzungs-Winkelgetriebes entsprechend der Verschlußstellung des Schiebeflügels,
  • Fig. 6 einen Horizontalschnitt durch das Zahnrad-Untersetzungs-Winkelgetriebe, ebenfalls entsprechend der Verschlußstellung des Schiebeflügels,
  • Fig. 7 den Schnitt nach der Linie VII-VII in Fig. 6,
  • Fig. 8 einen der Fig. 7 entsprechenden Schnitt, wobei die Achse um 90° gedreht ist, was der Kippstellung des Schiebeflügels entspricht,
  • Fig. 9 einen Ausschnitt des Zahnrad-Untersetzungs-Winkelgetriebes im Bereich der Achse entsprechend der Kippstellung des Schiebeflügels,
  • Fig. 10 den Schnitt nach der Linie X-X in Fig. 6, ebenfalls die Kippstellung betreffend,
  • Fig. 11 eine der Fig. 8 entsprechende Darstellung, wobei die Achse um einen geringen Winkelbetrag weitergedreht ist,
  • Fig. 12 den der Fig. 10 entsprechenden Querschnitt, ebenfalls bei um diesen Winkelbetrag weitergedrehter Achse, wobei die Zähne beider auf der Achse setzenden Zahnkränze in deckungsgleicher Lage zueinander liegen,
  • Fig. 13 eine der Fig. 5 entsprechende Ansicht, bei welcher die Achse die in Fig. 11 und 12 dargestellte Lage einnimmt unter Veranschaulichung der Lage des Steuernockens in der Stellung, in welcher er die Riegelstange aus seinem sperrenden Eingriff zum Untersetzungs-Getrieberad gebracht hat,
  • Fig. 14 einen Längsschnitt durch den Steuerarm entsprechend seiner Ausgangsstellung,
  • Fig. 15 eine Draufsicht auf den Steuerarm bei strichpunktiert angedeutetem Wagenteil und Tragschuh,
  • Fig. 16 eine Draufsicht auf den rechts angeordneten Wagen entsprechend der Verschlußlage des Schiebeflügels,
  • Fig. 17 den Schnitt nach der Linie XVII-XVII in Fig. 16 und
  • Fig. 18 den Schnitt nach der Linie XVIII-XVIII in Fig. 16.
An exemplary embodiment of the invention is explained below with reference to FIGS. 1 to 19. It shows
  • 1 is a view of a sliding wing designed in the form of a door in its closed position with a fixed door wing assigned to it,
  • 2 is a view against the lower region of the sliding wing in its closed position with the cover rail omitted,
  • 3 is a plan view of the carriage arranged on the right side of the sliding sash in the parallel storage position of the sliding sash with the gear reduction angular gear shown in section,
  • 4 shows a vertical section through the lower area of the sliding sash with the carriage and carrier shoe indicated by dash-dotted lines with the sliding sash closed,
  • 5 is an individual view of the gear reduction angular gear corresponding to the closed position of the sliding sash,
  • 6 is a horizontal section through the gear reduction angular gear, also corresponding to the closed position of the sliding sash,
  • 7 shows the section along the line VII-VII in Fig. 6,
  • 8 is a section corresponding to FIG. 7, the axis being rotated through 90 ° , which corresponds to the tilting position of the sliding sash,
  • 9 shows a section of the gear reduction angular gear in the region of the axis corresponding to the tilting position of the sliding sash,
  • 10 shows the section along the line XX in FIG. 6, also relating to the tilt position,
  • 11 shows a representation corresponding to FIG. 8, the axis being rotated further by a small angular amount,
  • 12 shows the cross section corresponding to FIG. 10, likewise with the axis rotated further by this angular amount, the teeth of both toothed rings placed on the axis lying in a congruent position with one another,
  • FIG. 13 is a view corresponding to FIG. 5, in which the axis assumes the position shown in FIGS. 11 and 12, illustrating the position of the control cam in the position in which it has brought the locking bar out of its locking engagement to the reduction gear wheel ,
  • 14 is a longitudinal section through the control arm according to its starting position,
  • 15 is a plan view of the control arm with the carriage part and carrying shoe indicated by dash-dotted lines,
  • 16 is a plan view of the carriage arranged on the right corresponding to the closed position of the sliding sash,
  • Fig. 17 shows the section along the line XVII-XVII in Fig. 16 and
  • 18 shows the section along the line XVIII-XVIII in FIG. 16.

In Fig. 1 ist mit der Ziffer 1 ein Festrahmen bezeichnet. Er setzt sich zusammen aus den beiden vertikal stehenden Rahmenschenkeln 2, 3 und den horizontalen Rahmenschenkeln 4, 5, die mittig durch einen weiteren vertikalen Rahmenschenkel 6 untereinander verbunden sind. Auf diese Weise ist es möglich, dem Festrahmen 1 linksseitig einen feststehenden Türflügel 7 und rechtsseitig einen Schiebeflügel 8 zuzuordnen. Letzterer kann aus seiner Verschlußlage 'parallel zu sich selbst abgestellt und in die den Türflügel 7 überdeckende Lage geschoben werden.In Fig. 1, the numeral 1 denotes a fixed frame. It is composed of the two vertically standing frame legs 2, 3 and the horizontal frame legs 4, 5, which are interconnected in the middle by a further vertical frame leg 6. In this way it is possible to assign a fixed door leaf 7 to the fixed frame 1 on the left-hand side and a sliding leaf 8 on the right-hand side. The latter can be parked parallel to itself from its closed position and pushed into the position covering the door leaf 7.

Der Schiebeflügel 8 trägt an seinem rechtsliegenden, vertikalen Rahmenschenkel 2 einen Bedienungshebel 9. Nimmt dieser seine nach unten gerichtete, mit vollen Linien ausgezogene Lage ein, so entspricht dieses der Verschlußstellung des Schiebeflügels 8. Wird der Bedienungshebel 9 um 90° in Uhrzeigerrichtung verschwenkt, so verbleibt der untere horizontale Rahmenschenkel 4 des Schiebeflügels in Anlagestellung, während die am oberen Rahmenschenkel 5 vorgesehenen Ausstellscheren 10 verschwenken, was zur Kippstellung des Schiebeflügels 8 führt. Eine weitere Verlagerung des Bedienungshebels 9 führt dann zur Parallelabstellung des Schiebeflügels zu sich selbst. Dann läßt sich der Schiebeflügel mittels der an den horizontalen Rahmenschenkeln 4, 5 befestigten Längsschienen 11, 12 verlagern.The sliding sash 8 carries an operating lever 9 on its vertical frame leg 2 on the right. If this takes its downward, solid line position, this corresponds to the closed position of the sliding sash 8. If the operating lever 9 is pivoted 90 ° clockwise, then The lower horizontal frame leg 4 of the sliding sash remains in the contact position, while the opening scissors 10 provided on the upper frame leg 5 pivot, which leads to the tilting position of the sliding sash 8. A further displacement of the operating lever 9 then leads to the sliding sash being turned parallel to itself. Then the sliding sash can be displaced by means of the longitudinal rails 11, 12 fastened to the horizontal frame legs 4, 5.

Auf der am unteren Rahmenschenkel 4 des Festrahmens 1 befestigten Längsschiene 12 sind zwei dem Schiebeflügel zugeordnete Wagen 13, 14 geführt, welche spiegelbildlich zueinander gestaltet sind. Jeder Wagen 13, 14 setzt sich aus zwei Wagenteilen 15, 16 zusammen. Der kürzere Wagenteil 15 trägt eine Führungsrolle 17, während der andere, länger ausgestaltete Wagenteil 16 zwei Führungsrollen 18, aufnimmt. Das kürzere Wagenteil 15 ist an seinem freien Stirnende mit einer Rasteinrichtung 19 versehen, in welche formpassend ein Rastzapfen 20 einer an der Längsschiene 12 befestigten Stoppereinrichtung 21 einfährt. Oberhalb des Rastzapfens 20 erstreckt sich ein Stopperzapfen 22, welcher an der Stirnseite dieses Wagenteils 15 anliegt.Two carriages 13, 14 assigned to the sliding sash are guided on the longitudinal rail 12 fastened to the lower frame leg 4 of the fixed frame 1 and are designed as mirror images of one another. Each carriage 13, 14 is composed of two carriage parts 15, 16. The shorter carriage part 15 carries a guide roller 17, while the other, longer designed carriage part 16 receives two guide rollers 18. The shorter carriage part 15 is provided at its free end with a latching device 19, into which a latching pin 20 of a stopper device 21 fastened to the longitudinal rail 12 enters in a form-fitting manner. Above the locking pin 20 extends a stop pin 22 which rests on the end face of this carriage part 15.

Rückseitig geht von dem kürzeren Wagenteil 15 eine im Querschnitt schwalbenschwanzförmige Schiene 23 aus. Diese erstreckt sich in Längsrichtung der Längsschiene 12 und tritt formpassend in eine schwalbenschwanzförmige Nut 24 des anderen Wagenteils 16 ein. Der längere Wagenteil 16 lagert um einen vertikal ausgerichteten Zapfen 25 einen Tragarm 26. An einem im Mittelbereich des Tragarmes 26 vorgesehenen Gelenkzapfen 27 greift ein Lenker 28 an, der um einen Gelenkzapfen 29 des kürzeren Wagenteils 15 schwenkbar ist. Es liegen solche Hebelarme vor, daß bei einem Verschwenken des Tragarmes 26 der am freien Ende desselben vorgesehene, nach oben ragende Tragzapfen 30 sich auf einer Geraden bewegt, die senkrecht zur Ebene des Fensterflügels liegt. Einhergehend mit einem Verschwenken des Tragarmes 26 wird auch der längere Wagenteil 16 in Richtung des kürzeren Wagenteils 15 bewegt, welche Bewegung dadurch begrenzt ist, daß die einander zugekehrten Stirnflächen 15', 16' der Wagenteile 15, 16 gegeneinandertreten.At the rear, a shorter cross section of a rail 23 extends from the shorter carriage part 15. This extends in the longitudinal direction device of the longitudinal rail 12 and enters a dovetail groove 24 of the other carriage part 16 in a form-fitting manner. The longer carriage part 16 supports a support arm 26 around a vertically aligned pin 25. A link 28 engages on a joint pin 27 provided in the central region of the support arm 26 and can be pivoted about a joint pin 29 of the shorter carriage part 15. There are lever arms such that when the support arm 26 is pivoted, the support pin 30 provided at the free end thereof and projecting upward moves on a straight line which is perpendicular to the plane of the window sash. Along with a pivoting of the support arm 26, the longer carriage part 16 is also moved in the direction of the shorter carriage part 15, which movement is limited in that the mutually facing end faces 15 ', 16' of the carriage parts 15, 16 face each other.

Die Tragzapfen 30 beider Tragarme 26 der Wagen 13, 14 greifen in Büchsen 31 von Tragschuhen 32, 33 ein, welche an den unteren Schiebeflügelecken befestigt sind. Um eine Justierung des Schiebeflügels vornehmen zu können, bilden die Büchsen 31 ein Außengewinde aus, welches in ein Innengewinde der Tragschuhe 32, 33 eingreift. Diese von der Büchse 31 gebildete Lagerstelle im Tragschuh 32, 33 hat den gleichen Abstand zur Flügelkante auf beiden Seiten, also rechts und links, um das parallele Ausstellen zu ermöglichen. Im übrigen bilden die Tragschuhe 32 und 33 eine winkelförmige Aufnahme aus, um das sogenannte Flügel-Aufdeck anschlagbegrenzt aufnehmen zu können.The support pins 30 of both support arms 26 of the carriages 13, 14 engage in bushings 31 of support shoes 32, 33, which are fastened to the lower sliding wing corners. In order to be able to make an adjustment of the sliding sash, the bushes 31 form an external thread which engages in an internal thread of the support shoes 32, 33. This bearing point formed by the bush 31 in the support shoe 32, 33 is at the same distance from the edge of the wing on both sides, that is to say on the right and left, in order to enable parallel opening. For the rest, the support shoes 32 and 33 form an angular receptacle in order to be able to accommodate the so-called wing cover with limited stops.

Jeder Tragschuh 32, 33 ist mit einem Zahnrad-Untersetzungs-Winkelgetriebe 34, 35 bestückt. Diese sind spiegelbildlich zueinander angeordnet und unterscheiden sich dadurch, daß das der linken Ecke des Schiebeflügels 8 zugeordnete Zahnrad-Untersetzungs-Winkelgetriebe 35 zusätzlich ein Richtungsumkehr-Zahnrad 36 aufweist.Each support shoe 32, 33 is equipped with a gear reduction angular gear 34, 35. These are arranged in mirror image to each other and differ in that the gear reduction angular gear 35 assigned to the left corner of the sliding sash 8 additionally has a direction reversing gear 36.

Jedes Zahnrad-Untersetzungs-Winkelgetriebe 34, 35 besitzt ein am Tragschuh befestigtes Gehäuse 37, welches eine Verlängerung des Tragschuhes darstellt. Die Querwand 38 des Gehäuses 37 bzw. des Tragschuhs wird durchsetzt von einer Achse 39. Dieselbe bildet einen in das Flügelprofil reichenden Vierkantabschnitt 39' aus, welcher formpassend in eine Nuß N eines mit der Treibstange 40 kämmenden Getriebes 41 eingreift. Materialeinheitlich gehen von der Achse 39 sich diametral gegenüberliegende Mitnehmerflügel 42 aus, in deren Bewegungsbahn rückseitige Zapfen 43 eines frei drehbar auf der Achse 39 angeordneten Zahnkranzes 44 liegen. Im Anschluß an diesen Zahnkranz 44 bildet die Achse 39 einen beidseitig abgeflachten Mitnahmeabschnitt 39" aus. Auf diesem sitzt am Zahnkranz 44 flächig anliegend ein segmentartiger Zahnkranz 45 und ein Steuernocken 46. Zur Fesselung des Zahnkranzes 45 und des Steuernockens 46 dient eine Schraube 47, die einen Längsschlitz 48 einer Riegelstange 49 durchgreift. Diese ist im Bereich des Steuernockens 46 mit zwei Zapfen 50, 51 bestückt. An seinem freien Ende nimmt die sich in Längsrichtung des unteren Rahmenschenkels 4 erstreckende Riegelstange 49 ein Gleitstück 52 auf, welches eine einseitig offene Tasche 53 ausbildet. Letztere überfängt in der Verschlußstellung des Schiebeflügels 8 einen vom letzten Untersetzungs-Getrieberad 54 ausgehenden Blockierungszapfen 55. Eine gegen das Gleitstück 52 tretende Druckfeder 56 belastet dabei die Riegelstange 49 in Richtung ihres sperrenden Eingriffes.Each gear reduction angular gear 34, 35 has a housing 37 fastened to the support shoe, which represents an extension of the support shoe. The transverse wall 38 of the housing 37 or of the carrying shoe is penetrated by an axis 39. The latter forms a square section 39 'which extends into the wing profile and which fits in a form-fitting manner in a nut N of a gear 41 meshing with the drive rod 40. The axially 39 axially opposing driver wings 42, in the movement path of which rear pins 43 of a toothed ring 44 arranged freely rotatable on the axis 39 are located. Following this ring gear 44, the axis 39 forms a flattened driving section 39 ″. A segment-like ring gear 45 and a control cam 46 are seated flat on the ring gear 44 and a screw 47 is used for capturing the ring gear 45 and the control cam 46 passes through a longitudinal slot 48 of a locking bar 49. This is equipped with two pins 50, 51 in the area of the control cam 46. At its free end, the locking bar 49, which extends in the longitudinal direction of the lower frame leg 4, receives a sliding piece 52 which has a pocket 53 which is open on one side In the closed position of the sliding sash 8, the latter overlaps a blocking pin 55 extending from the last reduction gear wheel 54. A compression spring 56 which acts against the slide 52 thereby loads the locking bar 49 in the direction of its locking engagement.

Die beiden in Friegang zueinander stehenden Zahnkränze 44, 45 stellen das Antriebsrad dar, welches bei dem einen Getriebe 35 mit dem Richtungsumkehr-Zahnrad 36 kämmt. Dieses steht in Zahneingriff mit einem weiteren Untersetzungs-Zahnrad 57, welches mit dem letzten Untersetzungs-Getrieberad 54 kämmt. Beim Zahnrad-Untersetzungs-Winkelgetriebe 35 ist das Zahnrad 57 tiefergelegt. Dessen Achse liegt dann unterhalb der Riegelstange 49. Demgegenüber ist bei dem Zahnrad-Untersetzungs-Winkelgetriebe 34 die Achse dieses Zahnrades 57 höher angeordnet und fluchtet etwa mit der Mittellinie der Riegelstange 49.The two toothed rings 44, 45, which are in free movement with respect to one another, represent the drive wheel which meshes with the reversing gear 36 in one gear 35. This is in meshing engagement with a further reduction gear 57, which meshes with the last reduction gear 54. In the gear reduction angular gear 35, the gear 57 is lowered. Its axis is then below the locking bar 49. In contrast, in the gear reduction angular gear 34, the axis of this gear 57 is arranged higher and is approximately aligned with the center line of the locking bar 49.

Das letzte Untersetzungs-Getrieberad 54 ist mit einem Kegelrad 58 verbunden, welches mit einem Kegelrad 59 kämmt. Dieses sitzt drehfest auf der Achse 60 eines Steuerarms 61, welche Achse die Unterseite des Tragschuhs durchsetzt, über diesen vorsteht und dort den vorerwähnten Steuerarm 61 drehfest trägt An seinem freien Ende nimmt der Steuerarm 61 einen nach unten hin vorstehenden Gelenkzapfen 62 auf. Um diesen ist ein Doppelhebel 63 gelagert. Der kürzere Hebelarm 63' besitzt einen nach oben hin vorstehenden Anschlagzapfen 64, der in ein querschnittsgrößeres Loch 65 des Steuerarms 61 ragt. Ferner ist auf dem Gelenkzapfen 62 eine Drehfeder 66 angeordnet. Deren eines Ende stützt sich in einem Ausschnitt 67 des Steuerarms 61 ab. Das andere Ende der Drehfeder 6 beaufschlagt einen Zapfen 68 des länger gestalteten Hebelarms 63". In diesem befindet sich eine Führungsbohrung 69 für einen Gleitzpafen 70, welcher mit einem Lagerauge 71 mittels eines Querzapfens 72 am länger gestalteten Wagenteil 16 angreift. Die Federbelastung des Doppelhebels 63 ist derart, daß der Steuerarm in Richtung seiner Anstellage federbelastet ist. Dies ist insbesondere erforderlich beim Herbeiführen der Kippstellung, so daß dann ein Anzugsmoment auf den Schiebeflügel in Richtung des Festrahmens ausgeübt wird.The last reduction gear 54 is connected to a bevel gear 58 which meshes with a bevel gear 59. This sits non-rotatably on the axis 60 of a control arm 61, which axis passes through the underside of the support shoe, projects above it and there carries the aforementioned control arm 61 in a rotationally fixed manner. At its free end, the control arm 61 receives a pivot pin 62 which projects downward. A double lever 63 is mounted around this. The shorter lever arm 63 'has an upwardly projecting stop pin 64 which projects into a hole 65 of the control arm 61 which is larger in cross section. Furthermore, a torsion spring 66 is arranged on the pivot pin 62. One end of which is supported in a cutout 67 of the control arm 61. The other end of the torsion spring 6 acts on a pin 68 of the longer lever arm 63 ". In this there is a guide bore 69 for a sliding bracket 70, which engages with a bearing eye 71 by means of a transverse pin 72 on the longer car part 16. The spring loading of the double lever 63 is such that the control arm is spring-loaded in the direction of its position, which is particularly necessary when the tilting position is brought about, so that a tightening torque is then exerted on the sliding sash in the direction of the fixed frame.

Es ergibt sich folgende Wirkungsweise: Soll lediglich eine Lüftungsstellung des Schiebeflügels 8 herbeigeführt werden, so ist der Bedienungshebel 9 aus seiner Ausgangsstellung um 90° zu schwenken. Dabei werden über die Treibstange 40 die Ausstellscheren 10 so verschwenkt, daß ein Abspreizen des oberen Endes des Schiebeflügels auftritt. Das untere Ende des Schiebeflügels verbleibt dabei in Anlage zum Festrahmen. Während dieser 90°-Bewegung des Bedienungshebels 9 wurde auch von der Nuß N des Abzweiggetriebes 41 die Achse 39 um 90° aus der Stellung gemäß Fig. 7 in die Lage gemäß Fig. 8 gedreht. Das bedeutet, daß dann die Mittelflügel 42 noch nicht die Zapfen 43 des Zahnkranzes 44 beaufschlagen. Es liegt dann auch die Stellung des Steuernockens 46 gemäß Fig. 9 vor, welcher vor dem Zapfen 50 der Riegelstange 49This results in the following mode of operation: If only a ventilation position of the sliding sash 8 is to be brought about, the operating lever 9 is to be pivoted through 90 ° from its initial position. The stay scissors 10 are pivoted over the drive rod 40 so that a spreading of the upper end of the sliding sash occurs. The lower end of the sliding sash remains in contact with the fixed frame. During this 90 ° movement of the operating lever 9, the axis 39 was also rotated by the nut N of the branching gear 41 by 90 ° from the position according to FIG. 7 into the position according to FIG. 8. This means that the middle wing 42 does not yet act on the pin 43 of the ring gear 44. There is then also the position of the control cam 46 according to FIG. 9, which is in front of the pin 50 of the locking bar 49

liegt. Ferner wurde der segmentartige Zahnkranz 45 so weit gedreht, daß er noch nicht in Eingriff tritt mit dem Richtungs-Umkehrzahnrad 36, vergl. Fig. 10. Aus dieser geht auch hervor, daß die Zähne der beiden Zahnkränze 44, 45 noch nicht deckend zueinander liegen.lies. Furthermore, the segment-like ring gear 45 was rotated so far that it does not yet engage with the direction reversing gear wheel 36, see FIG. 10. From this it can also be seen that the teeth of the two ring gears 44, 45 are not yet aligned with one another .

Ist es erwünscht, den Schiebeflügel 8 in die Parallelabstellage zu bringen, um diesen bspw. auch verschieben zu können, so ist der Bedienungshebel 9 weiter in Öffnungsrichtung zu verschwenken. Nach Zurücklegen eines geringen Schwenkwinkels wird dabei die Stellung gemäß Fig. 11 bis 13 erreicht. Fig. 11 veranschaulicht, daß dann die Mitnehmerflügel 42 vor die Zapfen 43 des Zahnkranzes 44 getreten sind. Ferner befinden sich die Zähne des Zahnkränze 44, 45 in deckungsgleicher Lage derart, daß ein dem Umkehr-Zahnrad 36 zugekehrter Zahn bereits eine Eingriffsstellung einnimmt. Sodann veranschaulicht Fig. 13, daß der Steuernocken 46 den Zapfen 50 beaufschlagt und damit die Riegelstange 49 entgegen ihrer Federbelastung verschoben hat, wobei die Tasche 53 den Blockierungszapfen 55 des letzten Untersetzungs-Getrieberades 54 freigibt. Nun wird bei weiterer Drehbewegung der Achse 39 durch Treibstangenverlagerung über die beiden das Antriebsrad darstellenden Zahnkränze 44, 45 das Richtungsumkehr-Zahnrad 36 bei dem Zahnrad-Untersetzungs-Winkelgetriebe 35 mitgenommen. Beim anderen Zahnrad-Untersetzungs-Winkelgetriebe 34 erfolgt der Eingriff unmittelbar in das Zahnrad 57. Dieses bewirkt eine Drehung des letzten Untersetzungs-Getreiberades 54, welches über die Kegelrad-Übersetzung die Achse 60 des Steuerhebels 61 dreht und damit auch diesen, welcher in eine Abspreizstellung tritt und dabei über den Doppelhebel 63 zu einem Abspreizen des Schiebeflügels 8 führt verbunden mit einer Verlagerung des Wagenteils 16 und Verschwenken des Tragarms 26. Begrenzt ist diese Bewegung, wenn die Stirnflächen beider Wagenteile 15, 16 gegeneinandertreten, vergl. Fig. 3. Dann hat sich die Achse 39 etwa um 180° gedreht, was auch dem gesamten Drehwinkel des Bedienungshebels 9 entspricht. Nun kann der Schiebeflügel 8 in Öffnungsrichtung verlagert werden, wobei die druckknopfartige Verbindung zwischen der Rasteinrichtung 19 und dem Rastzapfen 20 aufgehoben wird. In der vollständig geöffneten Stellung kann der Schiebeflügel 8 durch eine linksseitig der Schiene 12 angebrachte Stoppereinrichtung 21' in gleicher Weise gehalten werden, wozu der entsprechende, linksseitig befindliche Wagen 14 entsprechend gestaltet ist.If it is desired to bring the sliding sash 8 into the parallel storage position so that it can also be moved, for example, the operating lever 9 must be pivoted further in the opening direction. After covering a small swivel angle, the position according to FIGS. 11 to 13 is reached. Fig. 11 illustrates that then the driving wing 42 have stepped in front of the pin 43 of the ring gear 44. Furthermore, the teeth of the sprockets 44, 45 are in a congruent position such that a tooth facing the reversing gear 36 is already in an engaged position. 13 then shows that the control cam 46 acts on the pin 50 and thus has moved the locking bar 49 against its spring load, the pocket 53 releasing the blocking pin 55 of the last reduction gear wheel 54. Now, with further rotational movement of the axis 39, the direction-reversing gear 36 in the gear-reduction angular gear 35 is taken along by moving the drive rod via the two gear rings 44, 45 which represent the drive wheel. In the case of the other gear reduction angular gear 34, the engagement takes place directly in the gear 57. This causes the last reduction gear 54, which rotates the axis 60 of the control lever 61 via the bevel gear ratio, and thus also this, which is in a spread-out position occurs and thereby via the double lever 63 to a spreading of the sliding wing 8 leads connected with a displacement of the carriage part 16 and pivoting of the support arm 26. This movement is limited when the end faces of both carriage parts 15, 16 face each other, see FIG the axis 39 rotated approximately 180 ° , which also corresponds to the entire angle of rotation of the operating lever 9. Now the sliding sash 8 can be moved in the opening direction, the push button-like connection between the locking device 19 and the locking pin 20 being canceled. In the fully open position, the sliding sash 8 can be held in the same way by a stop device 21 'attached to the left of the rail 12, for which purpose the corresponding carriage 14 located on the left is designed accordingly.

Zum Schließen des Schiebeflügels 8 ist dieser dann nach rechts zu schieben mittels des Bedienungshebels 9. Der Rastzapfen 20 tritt wieder in Eingriff zur Rasteinrichtung 19, wobei der Steuerzapfen 22 zur Stoßdämpfung dient. Nun ist der Bedienungshebel in entgegengesetzter Richtung zu verlagern, wobei nach Durchführen einer 90°-Drehung der Achse 39 wieder die Sperrung des Zahnrad-Untersetztungs-Winkelgetriebes 34, 35 erreicht wird. Gleichzeitig ist damit über den Steuerarm der Fensterflügel in die Anstellage gezogen worden. Eine weitere Rückdrehung des Bedienungshebels um 90° führt dann auch zu einem Anziehen des oberen Bereiches des Schiebeflügels in seine Anlagestellung.To close the sliding sash 8, it is then to be pushed to the right by means of the operating lever 9. The latching pin 20 engages again with the latching device 19, the control pin 22 being used for shock absorption. Now the operating lever is to be shifted in the opposite direction, the locking of the gear reduction angular gear 34, 35 being achieved again after the axis 39 has been rotated 90 ° . At the same time, the window sash was pulled into the working position via the control arm. A further rotation of the operating lever by 90 ° then leads to a tightening of the upper area of the sliding sash into its contact position.

Die Getriebe 34, 35 sind überfangen von einer aufgeklipsten Abdeckschiene 73. Insbesondere geht aus Fig. 4 hervor, daß durch die vorteilhafte Anordnung und Gestaltung des Wagens 13, 14 des Tragarms 26, der Tragschuhe 32, 33 der Aufschlagschenkel A in dem entsprechenden Bereich nicht auszusparen ist, so daß die Dichtung unbeschädigt bleibt.The gears 34, 35 are overlaid by a clipped-on cover rail 73. In particular, FIG. 4 shows that the advantageous arrangement and design of the carriage 13, 14 of the support arm 26, the support shoes 32, 33 of the impact leg A in the corresponding area does not must be left out so that the seal remains undamaged.

Claims (9)

1. Sliding leaf (8) which is in the form of a window, a door or the like, can be offset parallel and is supported by at least two carriages (13, 14) which are guided displaceably in longitudinal rails (12) on the frame and each of which has a supporting arm (26) which is swivellable transversely to the rail direction by means of the leaf operating lever (9) and the outer end of which engages on a supporting shoe of the leaf, characterized in that the carriage (13, 14) comprises two carriage parts (15, 16) which are movable relative to one another in the longitudinal direction of the rails, are displaced relative to one another when the operating lever is actuated and of which one carriage part (16) supports the supporting arm (26) and the other carriage part (15) supports a connecting rod (28) lying toggle lever-fashion relative to the supporting arm (26), the displacement movement of the carriage parts (15, 16) relative to one another being achieved by means of a control arm (61) which is articulated on the leaf and extends to one carriage part (16), can be swivelled by the driving rod (40) of the sliding leaf (8) and when the sliding leaf (8) is offset parallel leads to one carriage part (16) travelling towards the other carriage part (15).
2. Sliding leaf according to Claim 1, characterized in that the supporting arm (26) and control arm (61) are arranged parallelogram-fashion relative to one another.
3. Sliding leaf according to one or more of the preceding claims, characterized by a free movement between driving rod displacement and swivelling movement of the control arm (61) and a locking of the control arm in the abutment position of the leaf (8).
4. Sliding leaf according to one or more of the preceding claims, characterized in that the control arm (61) is actuated by means of a reducing and angular gear unit (34, 35) which is arranged in the supporting shoe (32, 33) and the driving gear (toothed ring 44, 45) of which is seated on a axle (39) which passes through the transverse wall of the shoe and extends into a nut (N) of the gear unit (41), said nut mating with the driving rod (40).
5. Sliding leaf according to one or more of the preceding claims, characterized in that the axle (39) bears a control cam (46) which stresses a locking bar (49) which is spring-loaded in the direction of a locking engagement on the last reducing gear (54), which reducing gear (54) is in bevel gear transmission with the axle (60) of the control arm (61), said axle protruding from the supporting shoe at the underside of the latter.
6. Sliding leaf according to one or more of the preceding claims, characterized in that the free movement is achieved by two toothed rings (44, 45) on the axle (39) of the driving gear, which toothed rings are movable relative to one another.
7. Sliding leaf according to one or more of the preceding claims, characterized in that the control arm (61) is spring-loaded in the direction of its abutment position.
8. Sliding leaf according to one or more of the preceding claims, characterized in that the supporting shoe (33) has a bearing receiver for a direction- reversal gear (36) which can be switched into the reducing gear unit.
9. Sliding leaf according to one or more of the preceding claims characterized by a dovetail rail guide between the two carriage parts (15, 16).
EP86112082A 1985-11-14 1986-09-01 Sliding wing in form of a window, door or the like Expired EP0222995B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86112082T ATE48304T1 (en) 1985-11-14 1986-09-01 IN THE FORM OF A WINDOW, DOOR OR SIMILAR SLIDING LEAF.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3540346A DE3540346C1 (en) 1985-11-14 1985-11-14 Sliding wing designed in the form of a window, door or the like
DE3540346 1985-11-14

Publications (3)

Publication Number Publication Date
EP0222995A2 EP0222995A2 (en) 1987-05-27
EP0222995A3 EP0222995A3 (en) 1987-09-02
EP0222995B1 true EP0222995B1 (en) 1989-11-29

Family

ID=6285938

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86112082A Expired EP0222995B1 (en) 1985-11-14 1986-09-01 Sliding wing in form of a window, door or the like

Country Status (3)

Country Link
EP (1) EP0222995B1 (en)
AT (1) ATE48304T1 (en)
DE (2) DE3540346C1 (en)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19733366A1 (en) * 1996-08-01 1998-02-12 Geze Gmbh & Co Door or window panel
EP1170448B1 (en) * 2000-07-04 2005-04-27 Gretsch-Unitas GmbH Baubeschläge Carriage for a parallel sliding and tiltable fitting of a building window or building door as well as a building window or building door with such a fitting
DE10354184A1 (en) * 2003-11-20 2005-06-23 Aug. Winkhaus Gmbh & Co. Kg Espagnolette
DE102009061095B3 (en) * 2009-01-11 2016-02-18 Hautau Gmbh Carriage for a wing for longitudinally moving the wing in a parallel parked position
PT2384386T (en) 2009-01-11 2017-06-09 Hautau Gmbh Compact carriage for a longitudinally movable, heavy door leaf
HUE030801T2 (en) * 2011-01-16 2017-05-29 Hautau Gmbh Control of a closing movement of a sliding sash having a soft-close fitting
DE102016212449A1 (en) 2016-07-07 2018-01-11 Roto Frank Ag Carriage arrangement for a door or a window of a building with a fixed frame and a relative to the fixed frame sliding wings

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3344441A (en) * 1965-05-24 1967-10-03 Anthony J Kelly Toilet seat disinfector
DE2633369A1 (en) * 1976-07-24 1978-01-26 Rudolf Weikert Sliding door with transverse and parallel movements - has eccentric for adjusting door pressure on door frame seals
AT351397B (en) * 1971-11-17 1979-07-25 Frank Gmbh Wilh HORIZONTAL DISPLAY DEVICE FOR A TILT SASH OF A WINDOW, A DOOR OR DGL.
DE3234677A1 (en) * 1982-09-18 1984-03-22 Gretsch-Unitas GmbH Baubeschläge, 7257 Ditzingen FITTING FOR AN AT LEAST PARALLEL CANCELABLE WING OF A WINDOW, DOOR OR. DGL.

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3334441A (en) * 1965-07-15 1967-08-08 Landis Sales Company Inc Laterally movable door mechanism and method
DE8513538U1 (en) * 1985-05-08 1985-06-20 Gretsch-Unitas GmbH Baubeschläge, 7257 Ditzingen Fitting for an at least parallel adjustable and displaceable sash of a window, door or the like.

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3344441A (en) * 1965-05-24 1967-10-03 Anthony J Kelly Toilet seat disinfector
AT351397B (en) * 1971-11-17 1979-07-25 Frank Gmbh Wilh HORIZONTAL DISPLAY DEVICE FOR A TILT SASH OF A WINDOW, A DOOR OR DGL.
DE2633369A1 (en) * 1976-07-24 1978-01-26 Rudolf Weikert Sliding door with transverse and parallel movements - has eccentric for adjusting door pressure on door frame seals
DE3234677A1 (en) * 1982-09-18 1984-03-22 Gretsch-Unitas GmbH Baubeschläge, 7257 Ditzingen FITTING FOR AN AT LEAST PARALLEL CANCELABLE WING OF A WINDOW, DOOR OR. DGL.

Also Published As

Publication number Publication date
DE3540346C1 (en) 1987-06-19
DE3667192D1 (en) 1990-01-04
EP0222995A3 (en) 1987-09-02
EP0222995A2 (en) 1987-05-27
ATE48304T1 (en) 1989-12-15

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