EP1054128B1 - Agencement de sécurité pour portes de véhicules - Google Patents

Agencement de sécurité pour portes de véhicules Download PDF

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Publication number
EP1054128B1
EP1054128B1 EP20000850089 EP00850089A EP1054128B1 EP 1054128 B1 EP1054128 B1 EP 1054128B1 EP 20000850089 EP20000850089 EP 20000850089 EP 00850089 A EP00850089 A EP 00850089A EP 1054128 B1 EP1054128 B1 EP 1054128B1
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EP
European Patent Office
Prior art keywords
pressure
air
doors
door
arrangement
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 - Lifetime
Application number
EP20000850089
Other languages
German (de)
English (en)
Other versions
EP1054128A2 (fr
EP1054128A3 (fr
Inventor
Hakan Magnusson
Leo Medberg
Hans Eriksson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Scania CV AB
Original Assignee
Scania CV AB
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Filing date
Publication date
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Publication of EP1054128A2 publication Critical patent/EP1054128A2/fr
Publication of EP1054128A3 publication Critical patent/EP1054128A3/fr
Application granted granted Critical
Publication of EP1054128B1 publication Critical patent/EP1054128B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B20/00—Safety arrangements for fluid actuator systems; Applications of safety devices in fluid actuator systems; Emergency measures for fluid actuator systems
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/50—Power-operated mechanisms for wings using fluid-pressure actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/02—Systems essentially incorporating special features for controlling the speed or actuating force of an output member
    • F15B11/028—Systems essentially incorporating special features for controlling the speed or actuating force of an output member for controlling the actuating force
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/40—Safety devices, e.g. detection of obstructions or end positions
    • E05F15/49—Safety devices, e.g. detection of obstructions or end positions specially adapted for mechanisms operated by fluid pressure, e.g. detection by monitoring transmitted fluid pressure
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/506—Application of doors, windows, wings or fittings thereof for vehicles for buses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
    • F15B2211/21—Systems with pressure sources other than pumps, e.g. with a pyrotechnical charge
    • F15B2211/212—Systems with pressure sources other than pumps, e.g. with a pyrotechnical charge the pressure sources being accumulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/305—Directional control characterised by the type of valves
    • F15B2211/30525—Directional control valves, e.g. 4/3-directional control valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/32—Directional control characterised by the type of actuation
    • F15B2211/327—Directional control characterised by the type of actuation electrically or electronically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/405—Flow control characterised by the type of flow control means or valve
    • F15B2211/40515—Flow control characterised by the type of flow control means or valve with variable throttles or orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/415—Flow control characterised by the connections of the flow control means in the circuit
    • F15B2211/41509—Flow control characterised by the connections of the flow control means in the circuit being connected to a pressure source and a directional control valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/40—Flow control
    • F15B2211/42—Flow control characterised by the type of actuation
    • F15B2211/426—Flow control characterised by the type of actuation electrically or electronically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/50—Pressure control
    • F15B2211/505—Pressure control characterised by the type of pressure control means
    • F15B2211/50554—Pressure control characterised by the type of pressure control means the pressure control means controlling a pressure downstream of the pressure control means, e.g. pressure reducing valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/50—Pressure control
    • F15B2211/55—Pressure control for limiting a pressure up to a maximum pressure, e.g. by using a pressure relief valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/63—Electronic controllers
    • F15B2211/6303—Electronic controllers using input signals
    • F15B2211/6346—Electronic controllers using input signals representing a state of input means, e.g. joystick position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/665—Methods of control using electronic components
    • F15B2211/6653—Pressure control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
    • F15B2211/705—Output members, e.g. hydraulic motors or cylinders or control therefor characterised by the type of output members or actuators
    • F15B2211/7051—Linear output members
    • F15B2211/7053—Double-acting output members
    • F15B2211/7054—Having equal piston areas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/80—Other types of control related to particular problems or conditions
    • F15B2211/86—Control during or prevention of abnormal conditions
    • F15B2211/8643—Control during or prevention of abnormal conditions the abnormal condition being a human failure

Definitions

  • the present invention relates to a safety arrangement for vehicle doors according to the preamble to patent claim 1.
  • Door opening may be activated in a number of ways, e.g. by means of controls operated by the driver from the driving position, by passengers pressing buttons at the respective doors, or automatically when, for example, movement is detected in the vicinity of the doors at a time when the vehicle is standing still.
  • a signal is imparted to the door machinery, which includes an operating cylinder which is operated by compressed air and which acts upon the doors mechanically so that they open. Closure of the doors is activated by a control operated by the driver whereby the cylinder is activated for closure in a manner corresponding to door opening.
  • the operating cylinder incorporates a piston which is driven in different directions by compressed air for the respective opening and closing operations.
  • the air pressure has to be relatively high to keep the doors reliably closed while the vehicle is in motion, so that there is no risk of passengers falling out through being pushed against the doors.
  • the doors are equipped with pressure sensing edges which detect local pressure at the edges of the doors exceeding a certain limit value. If anything is between the doors as they close, the limit value is exceeded and the opening function of the doors is automatically activated.
  • a warning lamp on the instrument panel indicates to the driver when any of the doors are open. This reduces the risk of the driver's setting the bus in motion at a time when anyone or anything has become trapped between the doors while alighting.
  • DE 35 13 290 shows a safety arrangement for vehicle doors equipped with a pneumatic machinery, which incorporates a pressure limiting arrangement. If a detecting device detects the doors are fully closed the pressure supplied to the doors are switched from limited pressure to full pressure. This is for prevention against unauthorised entry to the vehicle.
  • DE 33 13 101 discloses a safety arrangement for vehicle doors.
  • the pressure to the doors during opening is reduced and when closing the doors the pneumatic cylinders act on the doors immediately at maximum pressure. This is for protecting passengers during door opening.
  • DE 31 05 867 refers to a safety arrangement for vehicle doors intended to reduce the risk of personal injury during door operation.
  • a valve is switched and the pressure to the doors is reduced.
  • closing the doors a somewhat delayed activation of contacts and valves results in the door cylinders closing the doors at a maximum pressure.
  • the object of the invention is to eliminate said disadvantages and provide a new type of safety arrangement for reducing the risk of a passenger becoming trapped between the doors and not being able to free him/herself. This is achieved by an arrangement which exhibits the features indicated in the . characterising part of patent claim 1.
  • the air pressure will be reduced as the doors open and will revert to full pressure when the doors have closed and the bus exceeds a certain speed, advantageously 5 km/h.
  • a certain speed advantageously 5 km/h.
  • the speed exceeds 5 km/h, it is important that the air pressure be high enough to keep the doors securely closed while the vehicle is in motion and that there be no risk of their opening if anything is pressed with great force against them.
  • Fig.1 shows a view of a vehicle, in this case a bus (1).
  • the bus (1) is equipped with a multiplicity of doors (2) operated by a pressure medium.
  • the doors (2) are double and swing out, but single doors are also possible.
  • An undepicted pressure source generates the pressure medium, which is stored in pressure medium reservoirs (3), and supplies the doors with pressure medium.
  • the pressure medium is compressed air.
  • the compressed air reservoirs (3) are fitted in the roof of the rear portion of the bus, but they may also be situated at other locations.
  • the air from the compressed air reservoirs (3) is led through a first pressure transmitting connection (4) via a pressure limiting arrangement (5) to door machinery (not depicted) at the respective pair of doors (2).
  • a pressure limiting arrangement (5) to door machinery (not depicted) at the respective pair of doors (2).
  • the pressure of the air led to the doors is not limited.
  • the pressure limiting arrangement (5) is connected to a door operating device (16) depicted in Fig.2. When this device is activated (manually or automatically), a signal is sent to the pressure limiting arrangement (5), which thereupon reduces the pressure transmitted to the doors.
  • the pressure limiting arrangement (5) is also connected to a detecting device (21), depicted in Fig.2, which detects a certain limit parameter, e.g. a limit speed, and which, when that limit parameter is reached, imparts a signal to the pressure limiting arrangement (5), which thereupon allows the pressure to revert to the original high level.
  • Fig.2 depicts schematically how the compressed air operates during the opening and closing of the doors according to one embodiment of the invention.
  • the pressure limiting arrangement (5) incorporates second and third pressure transmitting connections (12,13).
  • a pressure limiting device (10) is arranged in the second connection (12), and the third connection (13) allows the air to pass through without limiting its pressure.
  • the path which the air follows through the pressure limiting arrangement (5) is controlled by a control device (11).
  • the control device (11) consists of a magnetic valve (11) activated by an electrical signal.
  • the valve (11) functions in such a way that it is open when it is not supplied with electric current, i.e. when it is unenergised, and closed when it is supplied with current.
  • the door machinery (14) includes a valve (15) which can be set in two alternative positions, viz. a door closing position and a door opening position.
  • the valve (15) is acted upon via an electrical connection (23) by electrical signals from a door operating device (16) which incorporates a button for door opening and a button for door closing.
  • the door machinery (14) further incorporates an operating cylinder (17) which by means of a piston opens and closes the doors. The compressed air pushes the piston in opposite directions for opening and closing respectively.
  • valve (15) is set in the door closing position whereby the compressed air is directed via a fourth pressure transmitting connection (18) to act upon the operating cylinder (17) for closure.
  • the doors are thus kept closed at a high enough pressure to prevent risk of opening while the vehicle is in motion.
  • the magnetic valve (11) is supplied with current after a short timelag, preferably one second. This means that the pressure which acts upon the doors is also reduced after a short timelag so that the doors initially receive the full opening pressure before the pressure is reduced. This means that the opening of the doors is initiated quickly by the high pressure at the beginning of the opening phase, after which opening continues at a controlled rate.
  • the driver presses the closing button of the door operating device (16) and a signal is imparted via the electrical connection (23) to the door valve (15), which thereupon switches to the closing position whereby the air passes through the fourth pressure transmitting connection (18) and acts upon the operating cylinder (17) for closure.
  • the magnetic valve (11) is not acted upon by the door closing signal, so the air continues to pass through the pressure reducing device (10) during the door closing process, which may take place at a properly controlled rate and in such a way that the force holding the doors together is low as they close. This means that anyone who becomes trapped between the doors as they close can pull them open and thus free him/herself.
  • the lower pressure continues even when the doors have closed and the bus moves off.
  • the bus is equipped with a detecting device (21) which detects a parameter which directly or indirectly represents a timelag, in this embodiment a speed of the vehicle.
  • a signal (22) is generated and disconnects the power supply to the magnetic valve (11), which thereupon opens.
  • the door valve (15) remains in the closing position and allows the air to pass at higher pressure to the operating cylinder (17), thereby restoring full pressure to keep the doors closed.
  • the magnetic valve (11) is with advantage connected to the speed signal of the recorder, but other parameters may also be used for activating the magnetic valve, e.g. time or signals from the ABS system. It would also be possible for the pressure increase to be activated manually by the driver by means of a control.
  • the pressure reduction is activated by activation of door opening, since this is advantageous from the signal processing point of view, but other methods and timing may also be appropriate, e.g. the pressure reduction may be activated automatically or manually at a different stage of the door closing process.
  • the principle is that the pressure be low as the closing of the doors approaches completion.
  • Fig.3 shows a detailed diagram of a pressure limiting arrangement (5) which forms part of Fig.2 and which is made up of a number of conventional standard components. It incorporates a number of nipples (30-38), the pressure limiting device (10) and the control device (11) in the form of a magnetic valve (11).
  • the magnetic valve (11) is connected via a contact (39) to the detecting device (not depicted in this diagram).
  • the pressure limiting device (10) consists of a pressure limiting valve fitted to a mounting plate (41) by means of fastening devices (40), e.g. threaded connections.
  • the mounting plate (40) makes it possible to fit the arrangement at an appropriate location in the bus.
  • the pressure limiting valve (10) is a standard component incorporating a compression spring which can be set to a desired pressure and which limits the pressure of the air passing through the valve.
  • the air passes through the arrangement (5) from left to right as depicted in the diagram.
  • Compressed air from the pressure reservoirs (not depicted) reaches the arrangement via the pressure transmitting connection (4), which preferably consists of a polyamide pipe.
  • the pressure of the incoming air is about 10 bar.
  • This pressure is suitably dimensioned according to the pressure in the vehicle's brake system, in cases where the brake system is of this type. Other incoming pressure values are conceivable, subject to fulfilling the criterion of keeping the doors securely closed while the vehicle is in motion.
  • the air supplied to the door machinery during the door closing process is directed, as previously described, via the pressure limiting valve so that the doors are acted upon at a lower pressure.
  • This lower pressure is preferably about 5 bar.
  • the criterion for the lower pressure is that it has to be high enough for the door machinery to be able to close the doors, while at the same time being low enough to allow a person to push the doors open in the event of an imminent accident in connection with door closure.
  • the pressure limiting arrangement may consist of a device switchable between first and second positions whereby the first position supplies the door machinery with air at full pressure and the second position with air at limited pressure. This device may be activated in the same manner as the pressure limiting arrangement described above.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Lock And Its Accessories (AREA)

Claims (8)

  1. Agencement de sécurité pour portes (2) de véhicule, prévu avec un mécanisme (14) de portes actionné par un support de pression destinée à ouvrir et fermer lesdites portes (2), dans lequel un agencement de génération de pression (3) génère un support de pression qui est acheminé vers le mécanisme (14) de portes par l'intermédiaire d'une première liaison de transmission de pression (4), l'agencement de sécurité comprenant un agencement de limitation de pression (5) disposé le long de ladite première liaison de transmission de pression (4), lequel agencement de limitation de pression (5) incorpore un dispositif de commande (11) qui, au moins durant l'opération de fermeture des portes, dirige le support de pression sous la forme d'air comprimé depuis l'agencement de génération de pression (3) à travers une deuxième liaison (12), de telle sorte qu'un dispositif de limitation de pression (10) limite la pression de l'air transmis au mécanisme (14) de portes et qui, après un certain temps, dirige l'air depuis l'agencement de génération de pression (3) à travers une troisième liaison (13) au lieu que ce soit à travers la deuxième liaison, de sorte que le mécanisme (14) de portes est actionné par une deuxième pression qui est supérieure à la pression limitée, caractérisé en ce que le dispositif de commande (11) ne dirige pas l'air à travers la troisième liaison jusqu'à un certain temps après la fermeture des portes, afin que, seulement après ledit temps, les portes sont actionnées par une pression supérieure, ce qui a pour effet que la pression limitée se maintient même lorsque les portes se sont fermées et que le véhicule démarre.
  2. Agencement selon la revendication 1, caractérisé en ce que, au moment de l'ouverture des portes, le dispositif de commande (11) dirige l'air à travers la deuxième liaison (12) afin que la pression soit limitée.
  3. Agencement selon les revendications 1 ou 2, caractérisé en ce que le dispositif de commande (11) est relié à un dispositif de détection (21) qui détecte un certain paramètre et qui, lorsque ce paramètre atteint une valeur limite prédéterminée, amène le dispositif de commande (11) à diriger l'air à travers la troisième liaison (13).
  4. Agencement selon la revendication 3, caractérisé en ce que le dispositif de détection (21) est conçu de manière à détecter une vitesse limite.
  5. Agencement selon la revendication 4, caractérisé en ce que la vitesse limite est inférieure à 10 Km/h, de préférence, d'environ 5 Km/h.
  6. Agencement selon la revendication 1, caractérisé en ce que le dispositif de limitation de pression (10) est constitué d'une soupape qui réduit la pression d'air lorsque l'air passe à travers celui-ci.
  7. Agencement selon la revendication 3, caractérisé en ce que le dispositif de commande (11) est constitué d'une soupape magnétique (11) qui est ouverte lorsqu'elle n'est pas excitée, l'air étant dirigé, dans cette position d'ouverture, à travers la troisième liaison (13), et qui se ferme lorsque le dispositif de détection (21) détecte le paramètre limite, à la suite de quoi la soupape (11) est excitée, puis, dans cette position de fermeture, l'air est dirigé à travers la deuxième liaison (12) et est amené à passer à travers le dispositif de limitation de pression (10), d'où une réduction de la pression d'air.
  8. Agencement selon la revendication 7, caractérisé en ce que, au moment de l'ouverture des portes, la soupape magnétique (11) est excitée après un court temps de retard, de préférence, d'environ 1 seconde.
EP20000850089 1999-05-21 2000-05-18 Agencement de sécurité pour portes de véhicules Expired - Lifetime EP1054128B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9901899 1999-05-21
SE9901899A SE516950C2 (sv) 1999-05-21 1999-05-21 Säkerhetsanordning vid fordonsdörrar

Publications (3)

Publication Number Publication Date
EP1054128A2 EP1054128A2 (fr) 2000-11-22
EP1054128A3 EP1054128A3 (fr) 2001-12-19
EP1054128B1 true EP1054128B1 (fr) 2004-04-07

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20000850089 Expired - Lifetime EP1054128B1 (fr) 1999-05-21 2000-05-18 Agencement de sécurité pour portes de véhicules

Country Status (3)

Country Link
EP (1) EP1054128B1 (fr)
DE (1) DE60009599T2 (fr)
SE (1) SE516950C2 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT414005B (de) * 2002-05-22 2006-08-15 Knorr Bremse Gmbh Türspaltüberwachung
NL1025679C2 (nl) * 2004-03-10 2005-09-13 Hermanus Westerlaken Scheepsraam.
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Publication number Publication date
EP1054128A2 (fr) 2000-11-22
SE9901899L (sv) 2000-11-22
SE9901899D0 (sv) 1999-05-21
SE516950C2 (sv) 2002-03-26
EP1054128A3 (fr) 2001-12-19
DE60009599T2 (de) 2005-04-21
DE60009599D1 (de) 2004-05-13

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