EP1681419A1 - Vertical control device for a liftable sliding wing - Google Patents

Abstract

The control device for a lift and slide leaf with at least two carriages with rollers has a vertical rail (5) which supports at least one electrically operated lift drive (E;60,61) and at least two vertical control rods of which one control rod at the lower end (55) of the vertical rail is connected via a deflection and coupling device to the carriages, and the second control rod is coupled to the lift drive. The control rods are coupled via transversely projecting arms so that a movement of the second rod driven by the lift drive is transmitted to the first vertical control rod.

Description

The invention relates to a control device for a lifting-sliding sash of a window or a door, preferably a large-scale closure device for a building opening. One of at least two wings is movable, wherein it is raised and can be moved in the raised state in an opening direction. In this case remains in the plane parallel offset fixed wing, of which at least one adjacent, unchanged in its position.

It is a comprehensive task of such a wing type to be able to operate this not only mechanically, but to operate electrically controlled. For example, should be achieved by a lifting device that an operating button "on" ensures that an electric motor drive lifts the wing. A longer press on the button should ensure that the wing not only lifts, but also moves laterally, which is also to be achieved by electric motor. The task also connected with this is the one to make the electromotive control not open and visible from the visible side of the wing, but to install as hidden as possible.

For this purpose, the invention proposes a vertical control for or in the vertical groove of the liftable and displaceable wing (claim 1, claim 27).

A screw jack is used for this purpose in a U-profile-shaped rail component ("vertical rail"). The U-profiled rail is arranged vertically and frontally on the wing. This vertical arrangement takes place in the existing groove on the sash profile, wherein two drive rails are used within the profiled U-rail, which are coupled together via the gear housing. The invention achieves this so that not only a motor drive via a built-in electric motor, which is also arranged in the U-profile (with possibly to be provided converters such as gear and rotary / linear converter (usually a spindle nut)), but as well as a mechanical actuation can be done via an operating handle. The implementation of the lifting forces from the electric motor via the first drive rail and the gear housing towards the second drive rail ensures that in the gear housing itself, a mechanically acting force can be implemented as torque (by actuation of the operating handle) in a longitudinal movement of the second drive rail.

The second drive rail itself transmits its thrust via a deflection and coupling device on at least one of several carriages, which are to be arranged on the lower frame profile of the wing and allow in addition to the horizontal movement and a vertical lifting movement.

In other words, the height of the carriages is changed by the second drive rail. It can then use a purely mechanically provided displacement movement, which is applied by the user on the operating handle on the wing, but it can also use an electric motor sliding movement, which uses a further electric motor drive, which is coupled via an electrical control technology with the above-described vertical control , A purely mechanical coupling is not provided, but an electrical sequencer can functionally couple these two directions of movement very well and very user-friendly.

For the description of the claimed invention, it is often necessary to refer to movements of the wing, to indicate information on the mounting point (standard vertical groove in the sash, horizontal spar at the bottom of the wing, etc.), nevertheless, the control device is claimed as such. The understanding of what is claimed is often easier when referring to the functional and application of the control device, which is in short a "vertical control" and as such, when disassembled and not mounted in a kit, no direction, no vertical and horizontal and also has no wing. The independent claims therefore not only circumscribe the wing-mounted vertical control device, but also this control device in the "as-is" state if and not yet mounted on the wing, and also in the form of a kit or kit, all in the independent claim mentioned functional elements contains the intended assembly. The references to directions (top, bottom, horizontal, vertical) or applications or mounting locations are therefore indications that indirectly explain the function and understandable to those skilled in the functional context, which - as shown above - is often easier to grasp, if you the assembled, functional state received and so far receives the instructions.

The control device is intended to cooperate with at least two carriages which actuate a lift-slide wing. These carriages have a stroke position that can change (distance of the rollers from the box) and have the ability to move the wing horizontally. The vertical control addresses that aspect which alters these carriages at the elevation of the rollers so that the wing on the carriages can be displaced along a track in a direction parallel to the extension of the main plane of the lift-and-slide wing. This is parallel to a second plane of the fixed frame / fixed wing, of which at least one is adjacent.

One of the two vertical control rods (drive rails) is coupled at the lower end of the vertical U-profiled main rail on said deflecting and coupling means with the or the carriages. The first of said two control rods is coupled to the lifting drive, which is also associated with the vertical rail and received by it in the U-profile.

The two vertical control rods are coupled together, via and through a transmission housing, which is arranged on the vertical rail. This gear housing is not different from its outer shape and the formation of a nut with associated receptacle for a polygon, as a conventional gear housing on a lift-slide wing, so that it is also mounted there with its inclusion with the operating handle on the vertical rail, usually placed on such a mechanical transmission housing. In addition to the usual components of such a transmission housing, however, a coupling is provided, which pushes the two vertical control rods via transversely projecting arms in the transmission housing with each other.

The thrust coupling means the movement of the two rods together, in the upward and downward direction, although they are not coupled as such within the vertical rail with each other and here can be operated side by side and each independently. In a negative consideration can be actuated with omitted coupling via the lifting drive only one of the rails independently, without the second rail with-to-move. In other respects, the second control rail, which causes the altitude of the carriages, also to operate independently, even if the electric motor-operated first control rod does not move. This second movement is used to perform the actual lifting movement via the actuating gear and the nut and controlled by the operator of the user. The operation is therefore possible purely mechanically, without electromotive driving force is required. The transmission of the movement of the second control rod to the first vertical control rod, and thus the Electromotive vertical control is not the only control that can be done with this modified transmission and the circumscribed control device.

Said thrust coupling of the electric motor drive to the lifting operation takes place in and through the transmission. This thrust coupling can be solved if you want to decouple the electric motor drive, so that only the rotation of the operating handle leads to a vertical movement of the first control rod.

The electrical operation of the vertical control is combined so advantageous with the possibility of manual operation. The fitting is hidden, including the electromotive drive used. The conversions to be used by releasing the thrust coupling are small in order to get from the main engine operation to an emergency release, which can be made by the user himself.

The used spindle of the electric motor drive is self-locking, whereby a self-locking of the manual transmission is replaced. If the thrust coupling within the transmission, therefore, the lifting state can be self-holding. A raised door over the electric motor drive is maintained even without additional measures. Current and actuation force of the electromotive drive is needed only for the actual vertical change. Each state of stoppage remains in a vertical stationary position of the associated, usually very heavy wing.

To transmit the thrust from one to the other control rod serve at least two, preferably three projecting flat pieces (claim 4), which form the arms which protrude into the transmission housing. The sheets are aligned parallel to each other and may be provided individually or as pairs. Two of these sheets may be connected in parallel with the first control rod (the control rod oriented toward the bottom of the roller). An intermediate flat piece may be connected to the coming from the electric motor drive control rod (claim 5, claim 6). An arrangement that these sheets are located approximately at the same vertical height, so practically next to each other and nested, is space-saving (claim 7). One of these flat pieces in the region of the overlap of the flat pieces coupling connecting part (claim 8) provides the thrust coupling. The actuation of a flat piece leads to the co-parallel movement of the other flat pieces (as viewed from the introduction of the force from the motor).

The connecting part (claim 8) can be released (from the outside), so that the relative displacement of the flat pieces is no longer thrust coupled to each other, but each rod is independently and independently movable, which is preferably required for the use of manual operation.

So that the thrust coupling can be formed as a simple screw (claim 9), the flat pieces can be placed at the same height or axial position of the transmission housing. They need not be completely the same design and immediately next to each other and completely overlapping, but may also be offset from each other, if at least a portion remains overlapping, in which the thrust coupling through the connecting part takes place (claim 9, claim 10).

In a transmission housing, the region lying below in the mounted state is preferably provided for this coupling, whereas the region lying higher for the nut and the receptacle of the actuating handle and the transmission elements for transmitting the rotational movement into a push movement are reserved. The existing profile cylinder perforation in the usual gearboxes range is suitable for receiving the above-described thrust coupling of the two rods on the querragenden arms (claim 11). Here, a slot is provided in the gear housing, which allows the sliding movement of the push coupling enabling connection part (claim 13). This area is an extended section of the PZ hole of a conventional gearbox. The longitudinal extent must allow at least the vertical (axial) movement of the two push-coupled rods.

With regard to the longitudinal extent (in the vertical direction, also called the axial direction) of the gearbox rough statements are possible. The transversely projecting surface pieces which displace the thrust coupling into the transmission housing are provided over a length which does not exceed one third of the length of the transmission housing (claim 12). The two thirds of the housing are at least partially occupied by the manual part, the nut and the converter from rotation to linear motion (claim 14). The latter is the manual operating portion of the transmission housing. Here, another driver is provided, which transmits the manual operation on the first control rod (claim 14).

Thus, the two axially spaced arms, those for the thrust coupling and that for the introduction of the manual actuating force, do not affect, engages the driver (bridge piece) from the manual operating portion through a slot of the second actuating rod. The length of the slot is dimensioned such that it is at least sufficient that, with unchanged position of the second actuating rod (failure of the electric motor) a fully manual operation of only the first control rod via the manual transmission portion and the actuator is possible. In this state, the two push rods move relative to each other, unlike in the push-coupled state, which corresponds to the motor operation.

So that the drive modes also work together reliably, that is to say that they can be transferred into each other in every position and position, the manual section of the transmission housing has a stop which limits the rotational movement. A manually introduced rotational movement on the nut can not override a limit position (a critical angle), in order to still allow a motor-connected drive, which causes a longitudinal movement of the first push rod via the existing thrust coupling, reliably in the reverse rotational movement of the Nut can be implemented. These border areas (claim 15) do not always occur, but are outflow of a reliable overall operation at each position and in each operating mode of the vertical control, so for example manual control after electric motor failure, electromotive operation for arbitrarily stopped manual position or other combinations of many possible operating conditions.

The motor-gear unit (claim 16) is fixedly connected to the U-profiled (claim 3) vertical rail (claim 16). In addition to the motor drive, a pressure-force device (claim 22) can also be connected to the vertical rail. Both may be similarly fixed to the vertical rail to be supported on this in the application of vertical tensile and compressive forces can. The respective actuating end of the pressure force device (claim 22) or the motor-gear unit (claim 16) is connected to the respective associated control rod. So the engine with the second control rod and the pressure force device with the first control rod. When the motor moves the second control rod to cause the lift and to transmit the thrust force via the thrust coupling in the transmission housing to the first control rod, the pressure force device causes an auxiliary force component in the lifting direction. It compensates for the high weight of the wing, at least partially, while supporting the engine power, thus the power of the engine can be reduced. The motor then acts against this additional lifting force of the pressure force device when lowering the wing, but in this direction, the wing force acts already facilitating. Analogously, the pressure element for applying the additional force component can be compared with a counterweight whose force is added to the driving force of the motor in a case and works in the case of lowering the wing as a counter force to the motor introduced force. The two described functional units engine and additional power device are preferably arranged on both sides of the transmission housing (claim 23).

The possibility of introducing the U-profiled vertical rail in the vertical wing groove is and remains, despite the presence of the described electromotive additional function and the additional compressive force element (claim 16, claim 22). For this purpose, motor-gear unit and pressure device but specially designed or inserted specifically in the U-shaped profiled vertical rail. Are the control rods near the bottom wall of the U-profile arranged and movable, the walls are the main receptacles and attachment points for the said functional units. If the motor-gear unit is adapted in diameter to the standardized groove width, the entire vertical arrangement can be used with motor drive in the vertical groove without additional milling (claim 17, claim 18). On a longitudinal section while the parallel walls of the U-profile are excluded, in particular shortened, for receiving the edge region of the motor-gear unit. It does not sit completely within the U-profile, but also uses the wall portion of the U-profile with respect to its radial dimension, targeted to the recordings of the overall device in the total volume (the entire width) of the vertical groove on the lift-slide sash. The additional construction in the radial direction Zuatz force device can be completely absorbed within the lateral walls, but it is also fixed with its stationary mounting location in the walls transversely directed (claim 24).

So that the lateral fasteners do not hinder the movement of the push rods on the lateral walls of the U-profile, the push rods near the bottom wall and the transversely directed mounts of the motor-gear unit and additional force component are provided above these rails (claim 19). The term "above" refers to the vertical extent of the walls of the U-profile, which is the depth extension of the groove after insertion into the profile groove. Here are the bars further to the lateral outside, however, the mounting points further in the direction of the depth of the frame profile.

To enable the electrical control of the motor-gear unit switching means are provided which serve for position detection. This position detection scans the vertical position preferably only the second control rod, which is coupled to the motor-gear unit for transmitting thrust forces. For this purpose, the first, vertically oriented control rod can be used, which is extended beyond the mounting point of the stroke drive out vertically upwards. In this reaching out section, a co-moving switching device may be attached, which changes with the movement of the first push rod in position (claim 20). The first push rod is thus much longer than the second, directly coupled to the linear actuator push rod.

An arranged on the vertical rail control electronics is immovable in the vertical direction. It allows the detection of the position of the switching device, which is movable in the vertical direction.

The formation of the additional force component applying pressure force device (claim 22) may be adapted to the sash weight (claim 26). If a gas pressure device is preferably used as the pressure force device (claim 25), this can be designed so that the applied pressure force is relatively independent of the travel or stroke, if at all only with a slight increase in the corresponding additional force component depending on the path. A minimum compressive force is recommended as between 10% and 25% of the axial push or pull force of the electrically driven linear actuator.

Figur 1

ist in perspektivischer Ansicht einen Schiebeflügel 3 und einen Festflügel, der diesem benachbart ist. Ein Betätigungsfeld mit Schaltern 7 steuert eine im vertikalen Holm 3a angeordnete Vertikalsteuerung, welche die Laufwägen 4,4a, welche über eine horizontale Schubstange 4b gekoppelt sind, über eine Kopplungseinrichtung K in der Höhelage der Rollen verändert.

Figur 2

veranschaulicht eine perspektivische Darstellung einer herausgenommenen Vertikalsteuerung mit einem Getriebegehäuse 52, einer Motor-Getriebeeinheit 60 als Hubantrieb und einer Druckkrafteinrichtung 70, welche eine Zusatz-Kraftkomponente aufbringt. Der untere Abschnitt 55 ist derjenige, welcher zur Kopplungseinrichtung K in Figur 1 führt.

Figur 3

veranschaulicht einen oberen Abschnitt der Vertikalsteuerung von Figur 2.

Figur 3a

ist ein Querschnitt im Bereich des Hubantriebs 60 von Figur 3.

Figur 4

veranschaulicht einen Abschnitt im Bereich des Getriebegehäuses 52 von Figur 2 (im Längsschnitt A-A aus Figur 4a).

Figur 4a

ist ein Querschnitt im Bereich der Schubkopplung 58 von Figur 4.

Figur 4b

ist ein Querschnitt entsprechend Figur 4a, mit gleicher Funktion und Bauweise, nur ergänzt um eine Aufnahmehülse 58d, in welche die querkoppelnde Schraube 58c eingeschraubt wird.

Figur 5

veranschaulicht einen Abschnitt um das Zusatz-Druckkraftelement 70 von Figur 2.

Exemplary embodiments explain and supplement the claimed invention.

FIG. 1

is a perspective view of a sliding wing 3 and a fixed wing, which is adjacent thereto. An actuation field with switches 7 controls a vertical control arranged in the vertical beam 3a, which changes the carriages 4, 4a, which are coupled via a horizontal push rod 4b, via a coupling device K in the raised position of the rollers.

FIG. 2

illustrates a perspective view of a removed vertical control with a gear housing 52, a motor-gear unit 60 as a lifting drive and a pressure force device 70 which applies an additional force component. The lower section 55 is the one which leads to the coupling device K in FIG.

FIG. 3

Fig. 2 illustrates an upper portion of the vertical control of Fig. 2.

FIG. 3a

is a cross section in the region of the lifting drive 60 of Figure 3.

FIG. 4

illustrates a portion in the region of the gear housing 52 of Figure 2 (in longitudinal section AA of Figure 4a).

FIG. 4a

is a cross section in the region of the thrust coupling 58 of Figure 4.

FIG. 4b

is a cross section corresponding to Figure 4a, with the same function and design, only supplemented by a receiving sleeve 58d, in which the transverse coupling screw 58c is screwed.

FIG. 5

FIG. 2 illustrates a portion around the auxiliary compressive force element 70 of FIG. 2.

Figures 3, 4 and 5 can also be functionally considered together as a figure, shown here in the not further relevant intermediate portions of the entire length of the vertical rail 51 broken away. The existing push rods 53, 54 show the togetherness and are, as shown, as a continuous unit respectively available.

The transmission housing 52 is connected in the transverse direction at three attachment points 52x, 52y with the U-shaped profiled support rail 51. The overall arrangement itself is referred to as vertical rail 5. Above the gear 52, the lifting drive 60 is also firmly connected in the transverse direction with the walls of the support rail 51, to which serve the attachment points 60b. The additional pressure force element 70 is connected by comparable attachment points 71 b also with the walls of the U-profile. The two spaced apart walls 51 '' are interconnected by a bottom wall on which the first control rail 53 is slidably supported in the vertical direction Above this first control rail 53 there is provided a second control rail 54. Both control rails are placed deeper into the U-profile than the first previously described fasteners 60b, 71b or the fasteners 52x, 52y of the gear housing 52nd

Figure 1 illustrates the movement of the wing and shows the direction of movement of the control device for raising and lowering the lever sliding sash 3. In the direction x is the on-movement of the wing 3 is provided, seen from the inside of the room in front of the fixed wing. The closing direction is opposite. The height direction h relates to the vertical control according to FIG. 2, wherein a switch surface provided with at least two buttons causes the electrical control. This switch surface 7 is preferably arranged on a vertical spar of the fixed frame.

Functionally indicated is a coupling device K, which deflecting and coupling effect on the carriages, which can be moved along a running rail 4c, but only in the raised state, in which the rollers of the drawn two carriages 4, 4a with respect to the main body of the carriages down be issued to lift the wing 3 and make it movable. A connecting rod 4b can couple both carriages and follows the transmitted pushing movement via the coupling member K, caused by the vertical control, which will be explained in more detail below.

It is agreed that the displacement of a rod in the positive height direction h via the coupling device K leads to the fact that the wing is raised. Is agreed also that the mathematically positive direction x runs in the opening direction. It is also agreed that the viewing side, which is shown in Figure 1, the viewing direction of the interior of the room, with a view to the wing plane, of which the main wing plane of the sliding wing 3 and the parallel spaced sub-wing plane of the fixed wing 2 is defined.

In addition to a closed position, which is shown in Figure 1, the wing has an open position, which assumes an arbitrary intermediate position between a gap ventilation open position and the full open position. The night ventilation position is a bit far laterally parked, which may be caused by an additional button. This gap ventilation leads to a lifting, moving and a subsequent re-settling, with a backup in correspondingly shaped pins 5a, 5b may still be provided, in which corresponding recesses on the sash engage in corresponding tapers of these pins to achieve a horizontal locking, the is effective in the night ventilation position.

In order to move from the night ventilation position to the open position, the user actuates a button "to" on the control surface 7, whereby the movement starts, controlled by the described vertical control as follows. Lifting the wing 3 from the lock in the night ventilation position, moving back the wing by an unspecified electric motor horizontal control and moving back the wing in the closed position. Here it lowers automatically, again controlled by the described vertical control. From this closed position, the user can again press the "up" button, to open the wing, first by lifting, then by horizontal method on the night ventilation position and without taking place here settling.

The control of FIG. 2 used for raising and vertical lowering purposes includes a pressure force device 70 disposed on either side of the transmission case 52, preferably a gas pressure device having substantially constant pressure forces, relatively independent of the control stroke, or an electric motor driven lifting drive B, which is composed of the electric motor 60 with gear unit, a spindle rod 61 and a spindle nut 62.

The screw jack 52 is with its individual components usual nature and design, as far as nothing different is explained below. It is in three places at the Walls 51 "of the vertical rail 51, two plug-in pockets 52y and a transverse locking bolt 52x, the Durchsteckpunkt is visible in Figure 4, here between the main body of the transmission housing and the two to be described control rods 53, 54. These control rods are the first control rod 53, which is near the bottom 51 'and a longitudinally movable control rod 53. The latter is also called an electromotive control rod, while the first control rod is called the mechanical control rod, irrespective of course that all the control rods transmit longitudinal mechanical forces 4a and the coupling rod 4b has already been explained with reference to Figure 1. The coupling takes place via the lower end 55 of the vertical control 5 with the U-profiled rail 51, not shown here in detail, since such a "corner drive" is state of the art.

The vertical control 5 shown in Figure 2 is shown with the bottom wall 51 'outwardly inserted into the vertical groove of the wing spar 3a, so inserted with the gear housing 52 in the profile of the wing, with an existing opening in the spar with the opening 65b of the transmission housing is aligned in order to insert an operating handle can. The bottom wall 51 'thus points to the vertical fixed frame spar 3a. In an enlarged view in three sections, Figures 3, 4 and 5 show significant areas of the vertical control of Figure 2. Functionally, the motor drive is provided above and above the transmission housing 52.

The lifting drive E operates via the electric motor, the gear, the spindle rod and the spindle nut, the electromotive second rod 54 in a direction that can be named + h or h ₅₃ . This direction leads to a lifting over the deflecting and coupling member at the lower end 55. It can be seen that Figures 3, 4 and 5 show the closed position, ie the lowered position of the vertical control or the associated wing 3.

The actuation of the motor 60 leads to a rightward movement of the spindle nut 62 in Figure 3. The electromotive control rod 54 is also moved to the right and takes the mechanical actuating rod 53 with. This entrainment corresponds to a thrust coupling, which takes place in the transmission housing 52. The movement of the electromotive push rod is first displaced into the transmission housing via a transversely projecting arm 55. Here, a thrust coupling 58 extending transversely to the thrust direction is provided, in the form of a screw 58c to be provided, which arranges the arm 55 with two further, in the same area Armen 56, 57 connects and thus allows the thrust coupling. These two further arms 56, 57 run parallel to the first arm, but end in a fixed mounting position on the mechanical actuating rod 53, visible in Figure 4a and above and below the plane of the paper of Figure 4, which represents only one arm 55.

In the same way, the function of the thrust coupling 58 in the gearbox 52 of Figure 4b.

Again, the bolt 58c is provided as a functional cross-coupling. It is received in a sleeve 58d, which is displaceable together with the arms 56,57. For example, when the screw 58c is inserted, the arm 55 is push-coupled to the other arms 56, 57 in the longitudinal direction.

The two drive rods 53,54 are thrust coupled in the used form of the transverse coupling 58c. If the bolt is pulled out, as shown, only the two arms 56 and 57 together with the drive rod 53 are longitudinally movable. The arm 55 is decoupled.

The insertion of the cross coupling can be done from left or right. The sleeve 58d on both sides of the arm 55 has a respective short thread 58d ", 58d ', in which a threaded portion 58c" of the bolt from the left or from the right engages. The front smooth bolt portion 58c 'fits into the opening 55' of the arm 55 and clamps there. Thus, the coupling is connected in the longitudinal direction, by inserting the transverse coupling.

It is always only a threaded portion of the sleeve in engagement with the transverse coupling. The recess 55 'of the arm 55 is in both Einsetzfällen with the smooth portion of the bolt in the engaged state.

The bolt (the transverse coupling 58c) thereby moves in a longitudinally extending opening region 52b, 52a, part of which is present as PZ perforation in conventional transmissions.

The width of the U-profile and the gear housing received by it as well as the diameter of the motor 60 and the diameter of the pressure force device 70 are not greater than the currently existing width dimension of the vertical vane groove, ie in the range of 22 mm.

Loosening the screw 58c leads to a loss of thrust coupling. If the thrust coupling is not provided within the housing 58, one rail 54 and the other rail 53 can each be moved independently and without a mutually fixed coupling. This can be used to insert the manual operating portion of the gear housing 58 and apply a pushing movement on the mechanical operating rod 53 via the driver 67 without the electromotive push rod 54 having to be actuated. It remains in its unaltered position, for example, when the power has failed, the engine is not working reliably or another defect has occurred.

If only one control device is used with only one motor-gear unit and one additional-pressure-device unit, with no possibility of mechanical manual additional operation, said units transmit their longitudinal forces (lifting and lowering) directly or indirectly on the mechanical push rod 53rd

An existing (pure) "manual" transmission can also be replaced or replaced by the described "motorized" transmission 58 (motor drive permitting transmission) if an existing device is to be retrofitted.

In the motor gear 58, the corresponding through-slots are provided on the underside, which is the side facing the rods 53, 54 side. The longitudinal opening 52a, 52b has been formed extended from a PZ perforation, so that a sufficient stroke in the longitudinal direction is given. This coupling portion, which corresponds to the motor portion of the transmission housing, occupies about one third of the entire length of the transmission housing. The remaining two thirds of the gear housing are occupied by a manual actuator, which may be of conventional design, with a pivot pin 65a, a plate member 65 and a double-arm pivot member 66, which convert a rotational movement of the nut 65b in a longitudinal movement of the pin 65d, which then is transmitted via the driver 67 on the mechanical push rod 53.

In order to enable the independence of these two rod movements or their independence, the driver 67 engages by a corresponding at least the electromotive stroke length slot 54a in the electromotive rod 54. This autonomy of the movement is achieved by a release or removal of the screw 58c. A hand inserted into the nut 65b Handle with a polygonal pin then actuates the lifting and lowering movement of the wing over the longitudinal movement of the mechanical control rod 53rd

A stop pin 65c ensures that a mechanical rotational movement always ends before the dead center, so that a subsequent longitudinal movement by an electric motor drive can initiate the reverse rotational movement of the nut. This is transmitted not by the driver on the first push rod, but via the thrust coupling 58 of the first mechanical push rod 53 and the driver 67 on the nut 65b and a reverse thrust movement is one, in the -h direction of the bridge piece 67th runs and also causes a reverse rotation of the nut 65b.

The manual operation in the upper portion 52 "is thus self-contained and does not hinder the motor actuation over the lower portion 52 'of the power transmission housing 58. In manual power stroke movement, h _{54 is} positive for lifting the wing and h ₅₃ for lack of electromotive force Force zero This is when the thrust coupling is released When the thrust coupling 58 is used, these two movements are h ₅₄ = h ₅₃ .

The position of the vertical stroke position is detected by an extension of the first mechanical push rod 53. Although a recognition of the position via the electromotive push rod 54 would be possible, but this is not always mechanically coupled to the deflection coupling K, so that the detection the first main push rod 53 is advantageous. The extension takes place in the vertical direction beyond the position of the electromotive lifting drive E, as FIG. 3 illustrates. Here, a switching flag 64 may be provided, which is fixedly coupled via a web or a piece of sheet metal with the push rod 53. The position of this switching flag can be detected by control electronics, for example, optically or via magnetic sensors. One of the two detection devices is arranged on the vertical rail 51, the other with the first control rod 53 compulsory moves. With the detection of the position in a sequence control, the corresponding controls can be made, so switching from the end of a vertical control to the beginning of a horizontal sliding movement, as well as the switching off a vertical lifting or lowering movement.

The motor 60, as illustrated in Figure 3a, is selected with its diameter to engage portions of the walls which are recessed in the region of the engine. An assembly unit 60a keeps the engine with the Walls 51 ", while the main body of the motor and / or the motor gear unit at least partially engages in those areas in which the walls have been excluded, however, does not protrude beyond the outer dimension of the profile walls, so that insertion of the U -Profils in the Flügelnut with pre-assembled engine is possible.

The currently used transverse dimension (width) of a standard groove is 22mm, which is the measure of the diameter of the motor-gear unit and the outer dimension of the U-profile 51 adapted.

On the other side of the gear housing 52, the pressure force element 70 via a mounting point 60a corresponding further mounting bracket 71 is also attached to the side walls 51 "of the U-profile, in the figures" above "the two control rods 53, 54. Here are cross pieces 71 b provided that allow this fixation.

The other end of the pressure force device 70 is fixedly connected to the first control rod 53 via a block-shaped or plate-shaped abutment 72.

The pressure force direction of the pressure force device 70 is designated by F ₇₀ and acts in lifting direction of the wing, ie in the positive direction of the h-displacement direction. The additionally applied in this direction compressive force depends on the weight of the lifting-sliding wing and is only slightly variable for the selected stroke, in the sense of only a weak slope, so largely consistent.

For this purpose, a gas pressure device 70 can be used which applies between 10% and 25% of the axial pushing or pulling force of the electric motor 60. Unlike the motor 60, which engages at least in the wall portions, the thrust force element 70 is disposed between the walls 51 ", completely within the profile.

With the additional applied thrust force can be reduced by the engine applied lifting force for the wing. In the opposite case, the lowering of the wing, the motor 60 then works against the thrust F ₇₀ , but this is not disturbing because the wing pushes by its weight anyway in the lowered position.

The assembly of the U-profiled rail 51 is through openings 51 a, of which a plurality may be provided, from the bottom wall 51 'in the vertical groove of Wing bolted. At these points, a push rod 53 or possibly both push rods 53, 54 provided with a corresponding slot for reaching through the fastening screw.

It is understood that a user in the mounted state of the vertical control access to the thrust coupling 58 should have to make the decoupling of the two control rods can. This accessibility can be provided below the actuating opening 65b of the gear housing on the sash profile, possibly covered by a removable rosette. This can also completely cover the polygonal socket of the nut. In the case of failure of the electric control or the motor or the current, the cover is removed, the emergency lever used and the thrust coupling 58 released. A manual at least vertical actuation of the wing is thus possible.

Claims (30)

Control apparatus for a lift-and-slide wing having at least two carriages (4, 4a) each having rollers for sliding on a track rail (4c) in a direction parallel to the extension of the lift-and-slide wing or along the track rail; (A) with a vertical rail (5,51), which at least one electrically driven lifting drive (E; 60,61,62) and at least two vertical control rods (53,54) receives, of which the one control rod (53) at the lower end (55) of the vertical rail via a deflection and coupling device (K) with the carriages (4,4a) is coupled, for adjusting the altitude of the rollers, and wherein the second control rod (54) of the at least two control rods with the lifting drive (60) coupled (54b); (b) said two vertical control rods (53, 54) being thrust coupled (58, 58c) across transversely projecting arms (55, 56, 57) in a transmission housing (52); such that a movement (h) of the second control rod (54), driven by the lifting drive (E; 60, 61, 62), is transmitted to the first vertical control rod (53). Control device according to the preceding claim,
wherein the gear housing (52) is non-slidably connected to the vertical rail (5, 51) (52x, 52y). Control device according to the preceding claim 1,
wherein the vertical rail (5,51) is formed as a U-profile, with two spaced, substantially parallel walls and a bottom wall connecting them (51 '). Control device according to the preceding claim 1,
wherein at least two, preferably three projecting flat pieces are provided as the transversely projecting arms aligned parallel to each other (55 to 57). Control device according to the preceding claim,
wherein two first flat pieces (56, 57) of the preferably three projecting flat pieces are connected to the first control rod (53). Control device according to the preceding claim 4 or 5,
wherein a further flat piece (55) of the preferably three projecting flat pieces is connected to the second control rod (54). Control device according to the preceding claim,
wherein the protruding further flat piece connected to the second rod (54) is arranged between the two first flat pieces (56, 57). Control device according to the preceding claim 4,
wherein all flat pieces (55 to 57) via a connecting part (58) in the gear housing (52) are connected so that between the flat pieces no relative displacement in the direction of movement of the two vertical control rods is possible. Control device according to the preceding claim,
wherein the connecting part (58) is formed as a screw, which is arranged substantially perpendicular to the flat extension of the transversely projecting flat pieces (56,57,58). Control device according to the preceding claim 4,
wherein all transversely projecting flat pieces (55 to 57) are arranged at substantially the same axial position or position of the gear housing (52), in particular against each other in the longitudinal direction (h) are arranged without displacement. Control device according to the preceding claim,
wherein the transversely projecting flat pieces are provided in the lower end region (52 ') of the transmission housing (52), in particular in the region of a PZ perforation (52b). Control device according to the preceding claim 10,
wherein the transversely projecting patches are located in a range that does not exceed 1/3 of an axial length of the transmission housing. Control device according to the preceding claim 1,
wherein a through opening (52b, 52a) is provided across the axial longitudinal extent of the transmission housing (52) for engaging or accessing the location which makes the thrust coupling (58, 58c) between the transversely projecting arms (55 to 57). Control device according to the preceding claim 1,
said transmission housing (52) having a manual operation portion (52 "), and said first control rod (53) in said manual operation portion (65, 66, 65a, 65d; H) having a gear housing (52 ), which web piece (67) engages through a slot (54a) of the second rod (54). Control device according to the preceding claim,
wherein a stop (65c) is provided in the gear housing (52) to limit rotational movement of the hand actuator (H) upon forward rotation, such that a reverse thrust movement (-h) of the web piece (67) into a reverse direction Rotation of a nut (65b) of the manual operation is implemented, with nut and bridge piece are coupled (65b, 66,65a). Control device according to the preceding claim 1,
wherein a motor-gear unit (60) of the electrically driven lifting drive (E) is connected to the vertical rail (5, 51) (60a, 60b). Control device according to the preceding claim,
wherein the motor-gear unit (60) has a diameter which is not greater than substantially 22 mm, in particular according to a standardized groove width of the lifting-sliding wing (3) at its end face. Control device according to claim 16 or 3,
wherein on a length portion of the U-profile of the vertical rail (51), the parallel walls (51 ") are shortened, for receiving the motor-gear unit (60). Control device according to the preceding claim 18 or 3,
wherein the motor-gear unit (60) is connected via a mounting device (60a) to the walls of the U-profile (60b), above the two rods (53,54) and below the longitudinal edges of the walls. Control device according to the preceding claim 1,
wherein the first vertical control rod (53) in the longitudinal direction (h) of the vertical rail (51) beyond the electrically driven lifting drive (E, 60) extends, and at the outreaching portion a mitbewegte switching means (64) on the first vertical control rod is arranged. Control device according to the preceding claim,
wherein on the vertical rail (5,51) a control electronics (63) is arranged immovable, for actuation by the switching device (64). Control device according to the preceding claim 1,
wherein on the vertical rail (51) a pressure force device (70) having a first end (71) is arranged, and a second end (72) of the pressure force device with the vertical control rod (53) is connected, for applying a lifting direction (h) directed Additional force component (F70). Control device according to the preceding claim,
wherein the pressure force means (70) is disposed in a region between the transmission housing (52) and the lower end (55) of the vertical rail. Control device according to the preceding claim 22,
wherein the pressure force means is substantially completely received within the U-profile between its parallel wall portions (51 "). Control device according to the preceding claim 22,
wherein the pressure force device (70) is a gas pressure device, in particular with a minimum pressure force, which is between 10% and 25% of the axial thrust or tensile force of the electrically driven linear actuator (E, 60). Control device according to the preceding claim,
wherein the compression force means (70) is adapted to apply an additive force component (F70) selected according to the weight of the lift-and-slide wing (3). Control method or device for a lift-and-slide wing having at least two carriages (4, 4a) each having rollers for sliding on a track rail (4c) in a direction parallel to the extension of the lift-and-slide wing or along the track rail, (i) with a U-profiled vertical rail (5, 51) which accommodates at least one electrically driven lifting drive (E; 60, 61, 62) and at least one vertical control rod (53, 54) for coupling the one control rod (53) at the lower end (55) of the vertical rail via a deflection and coupling device (K) with the carriages (4,4a) and to adjust an altitude of the rollers by a vertical up or / and AbBewegung the one control rod (53); (ii) wherein a motor-gear unit (60) of the electrically driven lifting drive (E) and a pressure force device (70) for applying an auxiliary force component (F70) directed in lifting direction (h) to the U-profiled vertical rail (5, 51) are connected (60a, 60b, 71 a). Control device according to the preceding claim,
wherein on the vertical rail (5,51) a transmission housing (52) is arranged, and the pressure force device (70) and the electrically driven lifting drive (E) on both sides of the transmission housing (52) on the vertical rail (5,51) are arranged. Control device according to the preceding claim 27,
wherein one of the features of claims 2 to 26 is provided, without their reference back to claim 1. A control device according to claim 27, wherein said motor unit (60) and said urging means (70) both apply axial longitudinal forces to said vertical control rod (53).

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