EP1681419A1 - Dispositif de contrôle vertical pour un vantail coulissant et levable - Google Patents

Dispositif de contrôle vertical pour un vantail coulissant et levable Download PDF

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Publication number
EP1681419A1
EP1681419A1 EP06100485A EP06100485A EP1681419A1 EP 1681419 A1 EP1681419 A1 EP 1681419A1 EP 06100485 A EP06100485 A EP 06100485A EP 06100485 A EP06100485 A EP 06100485A EP 1681419 A1 EP1681419 A1 EP 1681419A1
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EP
European Patent Office
Prior art keywords
control device
vertical
control
rod
rail
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.)
Withdrawn
Application number
EP06100485A
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German (de)
English (en)
Inventor
Ulrich Speisekorn
Wolfgang Fromm
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.)
Hautau GmbH
Original Assignee
Hautau GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
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Application filed by Hautau GmbH filed Critical Hautau GmbH
Priority to EP10184893A priority Critical patent/EP2320016A1/fr
Publication of EP1681419A1 publication Critical patent/EP1681419A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D15/00—Suspension arrangements for wings
    • E05D15/56—Suspension arrangements for wings with successive different movements
    • E05D15/565—Suspension arrangements for wings with successive different movements for raising wings before sliding
    • 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
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
    • E05Y2201/43—Motors
    • 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
    • E05Y2800/00—Details, accessories and auxiliary operations not otherwise provided for
    • 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
    • E05Y2800/00—Details, accessories and auxiliary operations not otherwise provided for
    • E05Y2800/20—Combinations of elements
    • E05Y2800/22—Combinations of elements of not identical elements of the same category, e.g. combinations of not identical springs
    • 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
    • E05Y2900/10—Application of doors, windows, wings or fittings thereof for buildings or parts thereof
    • E05Y2900/13—Type of wing
    • E05Y2900/132—Doors

Definitions

  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • a transmission housing 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).
  • 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.
  • 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.
  • another driver is provided, which transmits the manual operation on the first control rod (claim 14).
  • the two axially spaced arms 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.
  • the two push rods move relative to each other, unlike in the push-coupled state, which corresponds to the motor operation.
  • 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 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).
  • 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.
  • 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.
  • 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 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.
  • 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.
  • the first, vertically oriented control rod can be used, which is extended beyond the mounting point of the stroke drive out vertically upwards.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the wing 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.
  • the user 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 fürsteck Vietnamese 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.
  • Figures 3, 4 and 5 show significant areas of the vertical control of Figure 2.
  • 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.
  • 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.
  • 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.
  • 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.
  • the coupling is connected in the longitudinal direction, by inserting the transverse coupling.
  • 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.
  • 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.
  • 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.
  • 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 position of the vertical stroke position is detected by an extension of the first mechanical push rod 53.
  • the extension takes place in the vertical direction beyond the position of the electromotive lifting drive E, as FIG. 3 illustrates.
  • 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 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 viagelnut 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a push rod 53 or possibly both push rods 53, 54 provided with a corresponding slot for reaching through the fastening screw.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
EP06100485A 2005-01-17 2006-01-17 Dispositif de contrôle vertical pour un vantail coulissant et levable Withdrawn EP1681419A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP10184893A EP2320016A1 (fr) 2005-01-17 2006-01-17 Dispositif de commande verticale pour un battant coulissant de levage

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200510002180 DE102005002180B4 (de) 2005-01-17 2005-01-17 Elektromotorische Vertikal-Steuervorrichtungfür einen Hebe-Schiebeflügel

Publications (1)

Publication Number Publication Date
EP1681419A1 true EP1681419A1 (fr) 2006-07-19

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Family Applications (2)

Application Number Title Priority Date Filing Date
EP10184893A Withdrawn EP2320016A1 (fr) 2005-01-17 2006-01-17 Dispositif de commande verticale pour un battant coulissant de levage
EP06100485A Withdrawn EP1681419A1 (fr) 2005-01-17 2006-01-17 Dispositif de contrôle vertical pour un vantail coulissant et levable

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP10184893A Withdrawn EP2320016A1 (fr) 2005-01-17 2006-01-17 Dispositif de commande verticale pour un battant coulissant de levage

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EP (2) EP2320016A1 (fr)
DE (1) DE102005002180B4 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2206862A2 (fr) 2009-01-12 2010-07-14 HAUTAU GmbH Engrenage de languettes destiné au verrouillage ou au déverrouillage d'un volet coulissant
DE102009039322B3 (de) * 2009-08-31 2011-02-24 Hautau Gmbh Vorrichtung zum Verriegeln oder Entriegeln eines Schiebeflügels
US9458656B2 (en) 2007-06-13 2016-10-04 Andersen Corporation Internally power slider with high torque drive system
FR3057599A1 (fr) * 2016-10-19 2018-04-20 Somfy Sas Procede de commande en fonctionnement d'un dispositif d'entrainement motorise d'une fenetre coulissante pour un batiment, dispositif d'entrainement motorise et fenetre coulissante associes
DE102018119986A1 (de) * 2018-08-16 2020-02-20 Maco Technologie Gmbh Betätigungsgetriebe zum verschieben einer treibstange eines fensters oder einer tür
EP3916176A1 (fr) * 2020-05-25 2021-12-01 HAUTAU GmbH Mécanisme d'actionnement pour un battant levant ou levant coulissant
CN115141914A (zh) * 2022-07-11 2022-10-04 泰安和新精工科技有限公司 一种轮毂毛坯冷却输送装置

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2416014C2 (ru) * 2006-10-23 2011-04-10 Эл Джи Кем, Лтд. Устройство подъема и перемещения для окна и устройство для управления им
DE202012000232U1 (de) * 2012-01-11 2013-04-22 Maco Technologie Gmbh Beschlaganordnung
DE102015206415B9 (de) 2015-04-10 2018-04-26 Geze Gmbh Automatische Schiebeflügelanordnung
DE202016001381U1 (de) 2016-03-03 2016-04-01 Siegenia-Aubi Kg Antrieb mit einer Verstellvorrichtung für einen verschiebbaren Flügel als Hebe-Schiebekippflügel oder Hebe-Schiebeflügel
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