EP1582677B1 - Fitting for lifting and sliding doors - Google Patents

Abstract

The fitting includes a gear mechanism (1) operated by a handle (2), for at least one vertical slide bar (3a), coupled via a corner defection (4) to a trolley (5). The trolley is coupled to a second trolley (7). A sliding member is provided with a sliding direction changing device for displacing a vertically sliding locking member (25) downwards into engagement with a fixed engagement member.

Description

The invention relates to a fitting and a working method for lifting-sliding sash, in particular doors, which is associated with a burglar alarm against levering the sliding door.

Such fittings are well known. Reference is made, for example, to DE-A 22 04 427 (GU), DE-U 201 19 725 (GU) and DE 299 20 094 (Siegenia) . From the latter document intervention above the sliding door after the local figure 3 is provided, see. there Figures 1 and 3 and associated description page 9, last paragraph. This arrangement is not coupled via both carriages, but mounted alone on the vertical bar on which the operating handle is arranged. From EP-A 1 312 743 (GU), an overhead securing device is accessible to the person skilled in the art, which can be seen in the local figures 2 and 1 in two operational positions. There are at least two locking members attached to the front-side top of a door leaf, which are longitudinally spaced and the upper movement gap of the door completely (or at least substantially) bridge. A lifting of the wing is thereby blocked.

It is an object of the invention to develop a fitting of the type mentioned so that the protection of the sliding wing of a lift-slide door is secured against both uplifting of the wing from the outside, as well as against displacement in its opening direction from the closed position and Although in the area facing away from the operating lever and gearbox of the fitting vertical side of the wing.

This object is achieved according to claim 1. A second, from the wing side with the transmission farther away carriage is assigned a (separate or own) corner drive over which a vertically guided on the wing Pusher is moved, which is drivingly assigned to a push direction reversing device, via which a vertical sliding guided on the wing locking element is displaced downwards in sufficiently deep engagement with a spatially fixed engagement element.

This makes it possible, the sliding wing in the region of its lower horizontal spar in the so-called center joint region, where the fixed frame and the movable frame in the closed state of the wing come to lie one above the other, to dig on fixed parts and thus secure. A levering and a displacement in the opening direction of the wing is extremely difficult or largely prevented, since now the wing is secured not only on the side of the transmission, but also on the opposite vertical side on the lower spar.

The object is also achieved by the teaching of claim 2. The second carriage is associated with an additional corner drive whose vertically guided on the wing thrust element drives a vertically guided locking rod, engages the upper end in the closed position of the wing and the transmission in the region of the upper horizontal spar of the wing in a spatially fixed recording and turn the Wings in the region of the transmission side opposite vertical side clings or secures, in the area of the top of the wing.

Preferred is an embodiment according to claim 3, wherein the possibilities are combined according to claim 1 and claim 2, wherein the provided according to claim 1 thrust reversing device serves to move the operating lever of the transmission in its closed position, the locks in the upper wing spar as well how to bring the effect in the region of the lower wing spar, so that the sliding leaf on the opposite side of the transmission vertical side are fixed both bottom and top of fixed space parts of the arrangement.

Claim 2 and 3 ensure that it is no longer possible, even with great effort, leverage the wing (from the outside), since the lock on the upper spar sets each movement of the wing up a limit that is such that a Unlocking in the lower handlebar area is not possible.

Further advantageous embodiments or developments of the invention can be found in the dependent claims 4 to 10 for claim 1 and claims 11 to 17 for claim. 2

Figur 1

zeigt den Beschlag in seiner bevorzugten Ausführungsform in perspektivischer und auseinandergezogener Ansicht.

Figur 1a

zeigt in perspektivischer Ansicht eine Hebe-Schiebe-Tür mit beweglichem Flügel und raumfestem Türteil und dem zugehörigen festen Rahmen.

Figur 2

zeigt in Seitenansicht und Draufsicht die Teile des Beschlages, die sich auf der dem Griff und Getriebe gegenüberliegenden Vertikalseite des Flügels befinden, und zwar in der entriegelten Stellung.

Figur 3

zeigt in gleicher Darstellung wie Figur 2 die genannten Teile in der Verriegelungsstellung, wobei die jeweils obere Verriegelungsstellung in den Figuren 2 und 3 nicht gezeigt ist.

Figur 3a

zeigt in Seitenansicht den Bereich der unteren Flügelecke mit Blick in Schließrichtung des Flügels, und zwar in der verriegelten Stellung der Ausführung nach Anspruch 1.

Figur 3b

zeigt die in Figur 3a maßgeblichen Beschlagteile in Frontansicht

Figur 4

zeigt im Schnitt durch das Rahmen- und Flügelprofil den oberen Verriegelungsbereich in der Entriegelungsstellung und

Figur 5

zeigt in gleicher Darstellung wie Figur 4 die entsprechenden Teile in ihrer Verriegelungsstellung.

The invention will be explained in more detail with reference to schematic drawings of several embodiments.

FIG. 1

shows the fitting in its preferred embodiment in perspective and exploded view.

FIG. 1a

shows a perspective view of a lift-slide door with movable wing and fixed door part and the associated fixed frame.

FIG. 2

shows in side view and plan view of the parts of the fitting, which are located on the opposite side of the handle and transmission vertical side of the wing, in the unlocked position.

FIG. 3

shows in the same representation as Figure 2, the said parts in the locking position, wherein the respective upper locking position in Figures 2 and 3 is not shown.

FIG. 3a

shows in side view the area of the lower wing corner with a view in the closing direction of the wing, in the locked position of the embodiment according to claim 1.

FIG. 3b

shows the relevant in Figure 3a fitting parts in front view

FIG. 4

shows in section through the frame and sash profile, the upper locking portion in the unlocked position and

FIG. 5

shows in the same representation as Figure 4, the corresponding parts in their locked position.

The sash and the fixed frame parts of a lift-slide door are well known, so that a reference to Figure 1a is sufficient. There are - in perspective view - the fixed space 41 and the movable (wing) door part 40, the sash 33 with handle or lever 2 for the built-in gear and the fixed track rail 10 shown, with the sliding sash is in its closed position.

Furthermore, it is known that the parts of the fitting, as far as they are associated with the wing, are arranged in the rabbet groove of the wing. This rabbeting groove is usually covered by the cover rail to the fold.

In the illustration of the fitting of Figure 1 , it is assumed that this fitting is associated with a wing 40, which - as in Figure 1a - from left to right from the closed to the open position is displaced, after he by pressing the handle or Levers 2 has first been raised before it can be moved to the side in front of the fixed part 41 of the arrangement. When the door is opened, the passage opening is formed, that is to say in FIG. 1 from its left side.

In the example shown in Figure 1 , the fitting in the usual way from the already mentioned actuating lever 2 and the associated therewith and operated by this conventional transmission 1. The transmission 1 is formed so that upon pivoting of the lever 2 in the seaming groove and behind the cover rail 3 at least one push rod 3a is moved vertically up or down. As a rule, a vertical push rod 3a is displaced by the transmission 1 in the vertical direction by the actuation of the handle 2. The downward push rod 3a is coupled at its lower end with a known Eckumlenkung 4 at 6, wherein the Eckumlenkung a first carriage 5 is assigned, which in turn coupled via a connecting rod 8 with a second carriage 7 at the other lower corner of the wing actuation is. In a known manner is the Moving the push rod 3a when opening the wing first triggered a lifting movement on the two carriages 5 and 7, after which with the help of the handle 2 of the wing in Figure 1 can be moved to the right to open.

The two carriages 5 and 7 is associated with a corresponding running rail 10 which extends over the entire width of the exposed door opening and in addition via a path corresponding to the displacement of the door path. The running rail 10 has on its upper side a special running rail area 11, on which the rollers of the two carriages 5 and 7 are seated.

Usually, the push rod 3a are assigned on the vertical side of the transmission 1 corresponding locking elements which cooperate interlocking with corresponding fixed space arranged counter-elements in the closed position of the transmission.

According to the invention, a further corner drive 9 is coupled to the second carriage 7 Preferably, the housing of the corner drive is combined with the carriage 7 to form a unit which extends angularly, wherein the carriage the horizontal leg and a part of the corner deflection the vertical leg of the Form building unit. By the corner deflection 9, the horizontal movement of the connecting rod 8 is deflected in the vertical direction in the region of the transmission 1 opposite to the spar. On the vertical leg of the corner 9 a vertical thrust element 21 is coupled. This thrust element 21 forms in the illustrated embodiment, a portion of a thrust reverser 12, which is shown in more detail in Figures 2 and 3 . The push direction reversing device is installed in the vertical fold on the opposite side of the transmission. The reversing device is in addition to the already mentioned thrust element 21 from a spatially fixed gear 22 and a parallel to the thrust element 21 vertically guided second thrust element 24th

If, in the closing movement, the pusher element 21 moves upwards in the vertical direction in FIG. 2 , the pusher element 24 of the reversing device 12 arranged parallel thereto simultaneously moves in the opposite vertical direction, that is, downwards.

The thrust element 24 is coupled to a rod-shaped engagement element 25, which extends up to the lower edge of the lower spar of the sash. The engagement element may have a box-shaped cross-section, while its lower end consists of two flat-bar-shaped and strongly shaped end sections 25a, 25b arranged at a predetermined mutual spacing. In Figure 2 , the running rail 10 is shown in cross-section in the plan view on the middle section of the rail portion 11 is provided for the rollers or wheels of the two carriages in the plan view. It can be seen from Figure 2, that the two end portions 25a, 25b are arranged at a distance on both sides of the rail portion 11, so this does not affect. In the running rail 10, two cross-sections of the end portions 25a, 25b corresponding engagement openings are incorporated on both sides of the rail portion 11, with which the end portions 25a, 25b are in alignment in the closed position of the wing. The openings are in the area indicated at 10a, 10b.

If now in the closed position of the wing, the handle is pivoted into the blocking position, the thrust element 21 is moved upward in accordance with Figure 2, whereby by the rotation of the gear 22 which engages in corresponding rack portions of both thrust elements 21 and 24, the thrust element 24 down is moved. As FIG. 3 shows, at the same time the engagement element 25 in the sash rebate is also displaced downwards, so that the two end sections 25 and 25b come into locking engagement with the two engagement recesses 10a and 10b in the track rail 10. This is already very reliably locked on the side facing away from the handle side vertical side of the lower spar this spar of the wing with the fixed space running rail 10. It is very difficult from the outside Lever out or raise wings in this area so far that the end sections 25a and 25b reach out of locking engagement with the two engagement recesses 10a and 10b of the track rail 10. For many applications, such locking is already sufficient.

The engaged position shown in Figure 3 of the two lower end portions 25a and 25b in the engagement recesses 10a, 10b of the track rail 10 is shown in Figures 3a and 3b again more clearly and on an enlarged scale. It can also be seen that burglary forces that are effective in the plane of the wing, in a direction to move the wing from its closed position to its open position, can be reliably absorbed in the track rail 10. This can be done effectively by picking up the forces from the thrust reverser 12 and transferring them to the vertically movable engagement member 25, which forces these forces on the track 10 by engaging the ends 25a, 25b in the engagement recesses 10a, 10b. The firmly screwed on the sash frame cover rail 20 ensures that no play in the horizontal direction between the wing and the engaging member 25 is formed because the engagement member is guided virtually no play in the rebate groove, which is covered by the cover rail.

Due to the additional corner drive 9 on the second carriage 7 with the associated push element 21, the possibility is achieved by coupling the push element 21 with a guided vertically in the associated Flügelfalz locking bar 13 to achieve locking of the upper spar to fixed space parts of the arrangement. Here, too, the locking of the wing takes place on the vertical side facing away from the handle 2, in the upper rail area at a space-fixed area of the entire arrangement. As can be seen from Figures 2 and 3, the pusher 21 is coupled at its upper end via a coupling 18 with de vertically guided locking rod 13.

Figure 4 shows the upper end 15 of the locking bar 13, in the unlocked state. In Figure 4 can be seen a section through the upper horizontal frame member 30, while looking at the wing 40 in side view of the rabbet groove, in which the locking rod 13 is arranged and guided. On the frame member 30 is in alignment with the central axis of the locking rod 13 a the end 15 of the rod in the locked closed position of Figure 5 receiving receptacle 31. This is part of the upper spar 30 and protrudes from the underside down. The arrangement is made in practice so that the opening and closing necessary wing movements are not disturbed. Thus, the wing can be lifted from the closed position of Figure 5 by the height difference 36 in the open position of Figure 4, without this movement is hindered by the receptacle 31. The receptacle may be provided on the underside of an upper, fixed to the frame frame 30 fixed space guide rail 16.

Preferably, the receptacle is formed as a blind hole 31 in the guide rail 16 which surrounds the end 15 of the locking rod 13 in the closed position relatively closely and which is closed at its inner end 32. In the closed position shown in Figure 5, the end face of the rod 13 can practically sit on the bottom 32 of the blind hole. There may also be some vertical play between the two areas. It can be seen that in this embodiment, in which on the corner 9 only the locking rod 13 is brought into and out of locking engagement, a reliable securing of the wing in the closed position against Aushebeln from the outside and moving in the opening direction is achieved as a levering through the abutment of the end face of the end portion 15 is excluded to the bottom 32 of the blind hole receptacle 31.

It is advantageous to check the depth of engagement of the portion 15 in the receptacle 31 in each specific case accordingly and rectify if necessary. This is possible in accordance with FIGS. 2 and 3 in that the lower end of the locking rod 13 is coupled to the pusher 21 via an adjusting sleeve 18, wherein after loosening the socket screws, the relative position of the rod 13 to the pusher 21 changed in the vertical direction and can be secured in the set position by tightening the screws.

The locking bar 13 is guided over its entire length at correspondingly small intervals on the wing by elements which prevent any lateral bending out of the locking bar 13 under high load.'A guide at the upper end is shown at 17 in FIG. Corresponding guides 17 are distributed according to Figure 1 in the vertical spar of the wing.

A combination of the two locking options is preferred at the lower and upper transverse spar portion of the wing, as shown overall in the figures.

By the push direction reversing device 12, the two locking elements 25 and 13 can be moved simultaneously and synchronously, but in opposite directions in the vertical direction in and out of engagement with the space-fixed counter-elements. In this case, it can be ensured via the adjustment in the region of the sleeve 18 that the end face of the end portion 15 of the locking rod 13 at the bottom 32 of the sleeve-shaped receptacle comes to rest clearly before the lower ends of the end portions 25a, 25b when lifting the wing out of engagement with the associated Engagement recesses 10a, 10b of the running rail 10 can pass.

The combination of the two locks makes forcible opening of the sash practically impossible unless the sash is smashed and the lever 2 is correspondingly actuated from the outside to release the lock. However, corresponding locking devices for the lever 2 are known which preclude unauthorized operation.

The invention relates to a fitting or a method for lifting / sliding sash (40) with an effective burglarproof in the closed state. The lifting / sliding wing consists of a by means of handle (2) operable transmission (1) for at least one vertical push rod (3a) which is coupled via a corner drive (4) with a first carriage (5). The carriage is coupled via a connecting element (8) with a second carriage (7) which is connected via a second corner deflection (9) with a vertically guided on the wing thrust element (21). The thrust element is associated with a thrust reversing device (12), via which a vertically slidably guided on the wing locking element (25) is displaceable downwards.

Claims (17)

1. Mounting for a lifting/sliding casement (40) with burglary security which is effective in the closed state,

   (i) consisting of a drive (1), which can be actuated by means of handle (2), for at least one vertical driving rod (3a), which is coupled via a corner deflector (4) to a first travelling carriage (5), which is coupled via a connecting element (8) to a second travelling carriage (7), which is connected via a second corner deflector (9) to a vertical driving element (21) which can be mounted guided on the casement;

   (ii) wherein the driving element (21) is a constituent of a driving-direction reversing device (12; 22, 21, 24), via which a vertically sliding locking element (25), which can be mounted guided on the casement, can be displaced downwards in an engagement with a fixedly arranged engagement element (10a, 10b).
2. Working process of a lifting/sliding casement (40) with burglary security which is effective in the closed state, wherein a drive (1), which can be actuated using a handle (2), actuates at least one vertical driving rod (3a), which is coupled via a first corner deflector (4) to a first travelling carriage (5), which is coupled via an elongated connecting element (8) to a second travelling carriage (7), which via a second corner deflector (9) actuates a driving element (21) guided vertically on the casement for a vertically guided locking rod (13), wherein an upper end (15) of the locking rod is assigned to a fixedly arranged recess (31), so that in the closed position of the drive (1), the upper end (15) engages into the recess or in an open position of the drive (1), the engagement position of the upper end (15) is released.
3. Mounting according to claim 1, wherein a vertically guided locking rod (13) can be displaced via the driving-direction reversing device (12) vertically and in opposite direction to the locking element (25).
4. Mounting according to claim 1, wherein the locking element (25) and/or the locking rod (13) are designed so as to be arranged to be displaceable hidden in the casement rebate.
5. Mounting according to claim 1, wherein the engagement element assigned to the locking element (25) consists of two engagement recesses (10a, 10b), which are formed on both sides of a travelling rail region (11) in the travelling rail (10) for the two travelling carriages (5, 7), and a lower engagement end of the engagement elements (25) has two end sections (25a, 25b) arranged at an appropriate distance.
6. Mounting according to claim 3, wherein

   (i) the recess (31) for the upper end (15) of the locking rod (13) is designed as a blind hole (31), in particular in an upper fixed guide strip (16) of the upper frame crossbeam (30), which is closed towards the top;

   (ii) the length of the locking rod (13) has dimensions so that in the closed position of the drive (1), a vertical play between the end-face side of the locking rod (13) and a base (32) of the blind hole recess (31) is smaller than an engagement depth of two end sections (25a, 25b) of the engagement element (25) in two engagement recesses (10a, 10b).
7. Mounting according to claim 3, wherein an effective length of the locking rod (13) can be adjusted.
8. Mounting according to claim 7, wherein the locking rod (13) can be coupled to a driving-direction reversing device (12; 21) via a length-adjusting device, in particular a connecting sleeve (18) receiving the lower end of the locking rod (13) in displaceable and lockable manner.
9. Mounting according to claim 1, wherein the second travelling carriage (7) and the corner deflector (9) assigned to the latter are combined to form an angular modular unit.
10. Mounting according to claim 3, wherein the locking rod (13) is designed so as to be guided in the casement rebate space on its length repeatedly and in each case protected (17) against lateral bending-out under stress at appropriate distances.
11. Process according to claim 2, wherein the locking rod (13) are arranged to be displaceable hidden in the casement rebate.
12. Process according to claim 2, characterised in that an engagement element - assigned to a locking element (25) - consists of two engagement recesses (10a, 10b), which are designed on both sides of the travelling rail region (11) in the travelling rail (10) for the two travelling carriages (5, 7), and the lower engagement end of the engagement element (25) consists of two end sections (25a, 25b) arranged at an appropriate distance.
13. Process according to claim 2, wherein the recess for the upper end (15) of the locking rod (13) is designed as a blind hole (31), in particular in an upper fixed guide strip (16) of the upper frame crossbeam (30), which is closed towards the top, and the length of the locking rod (13) has dimensions so that in the closed position of the drive (1), the vertical play between the end-face side of the locking rod (13) and the base (32) of the blind hole recess (31) is noticeably smaller than the engagement depth of two end sections (25a, 25b) of the engagement element (25) in the two engagement recesses (10a, 10b).
14. Process according to claim 13, characterised in that the effective length of the locking rod (13) is adjusted.
15. Process according to claim 2, wherein the locking rod (13) is coupled to the driving-direction reversing device (12, 21) via a length-adjusting device, such as a connecting sleeve (18) receiving the lower end of the locking rod in displaceable and lockable manner.
16. Process according to claim 2, wherein the second travelling carriage (7) and the corner deflector (9) assigned to the latter are combined to form an angular modular unit.
17. Process according to claim 2, wherein the locking rod (13) is guided in the casement rebate on its length repeatedly and in each case protected (17) against lateral bending-out under stress at appropriate distances.

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