EP2268526B1 - Interlock for swing-out door - Google Patents

Description

The invention relates to a door system for a vehicle of local and long-distance traffic with a door and a door portal, wherein the door is moved during opening and closing substantially parallel to the vehicle outer wall and wherein the door has a vertically extending, in the closing direction front main closing edge in the closed state of the door bears against a portal main edge extending vertically in the door portal, and has a secondary closing edge arranged in the closing direction, which rests against a portal side edge extending vertically in the door portal when the door is closed, the main closing edge being located along an opening when opening and closing. shaped movement path and the minor closing edge is moved along an arcuate path of movement.

There are known external swing doors in urban and intercity bus area, in which the contact pressure against the door seal on the drive for the opening and closing mechanism must be provided. When the door closes, for example, the door is moved parallel to the vehicle's longitudinal axis via a double parallel pivoting gear, pressed against the door portal and locked. The force with which the door must be pressed against the seal, so that the seal acts, is provided via the drive for the opening and closing mechanism. Only after the door seal has reached its predetermined compression, a locking mechanism may still be effective. Alternatively, the door can be held alone in the closed position by the contact force of the drive. For this purpose, a relatively strong drive is required, since a very unfavorable lever arm is effective especially during the depression of the door seal. In the case of pressure loss in hydraulic or pneumatic systems, the contact force is lacking, which may result in wind noise and, in the worst case, accidentally knocking the door open while driving by a person leaning against it.

In the case of rail vehicles and vehicles for public local and long-distance traffic, the door is usually moved in the Z direction, that is vertically to the road surface, after being placed in the door portal. In each case, a locking wedge on the door is moved into a locking wedge in the door portal and pushes the door into the sealing system. Preferably, two are each Kellpaare provided at each door edge. This system requires high forces to push the door into the locked position. The door kinematics must generate both a pivoting movement and a lifting movement. In addition, for example, in hydraulic or pneumatic systems, there is also the problem that when pressure is lost in the system, the lock will be ineffective and the door may unintentionally be noticed in columns or even completely. In the case of mechanical gearboxes, this can also happen if they are not self-locking and the contact force must be actively controlled via the motor.

The DE 101 16 580 A1 describes a sliding door for rail vehicles with me at least one longitudinally displaceable door leaf, arranged on the door leaf drive means which is in co-operation with a mounted on a shaft pivot gear, which is driven by a stationary drive motor, and a locking and unlocking device for the door leaf ,

The EP 0 312 450 A1 describes a pivoting sliding door having a fixed frame and a sliding door that is moveable between a closed position and an open position, wherein the wing is connected to the guide means arranged on the frame to give the wing a transverse movement to the frame, so that the wing is inserted transversely to the frame during a movement in the closed position.

The DE 28 54 204 A describes a hinged sliding door for vehicles, wherein on a portal frame, a thrust element for supporting the sliding movement of the door leaf is arranged.

The object underlying the invention is to provide a secure locking of a door in the door gantry of a vehicle, wherein the closed door should have a high degree of noise comfort. For this purpose, the door should fit so tightly against the gasket that even at higher speeds little or no wind noise occurs and even the door itself is not caused, for example, by rattling noises. Should close low forces are necessary and the involved mechanics should be simple.

According to the invention the object is achieved by a door system according to the claims 1. The present invention provides an advantageous locking, which can be operated with the movement provided by the door kinematics. Preferably, a door In a door portal eight locking elements are assigned. This means that two locking pins are provided on the main closing edge of the door and two abutments on the main portal edge and two first locking elements on the minor closing edge and two second locking elements on the portal side edge. The locking units secure the door In the door portal so that it is pressed firmly against the door portal and into the seal arranged thereon. The seal effectively seals the vehicle even with lateral accelerations and strong wind forces. The locking elements are for reasons of advantageous load distribution in the vicinity of Corners arranged on the vertical edges of the door portal or the door.

Using door kinematics, the door can be opened and closed again. The door kinematics can be designed in various ways. In one embodiment, sliding bolts are attached to the door, which are guided in slideways on the vehicle. The door can be moved along the slideway via hydraulic, pneumatic or electromechanical actuators. The door kinematics can also be a transmission which is articulated via a hydraulic, pneumatic or electromechanical actuators. In this case, a transmission consist of an arrangement of two pivot arms, which are rotated for opening and closing about an axis and move the door. The swivel arms are driven at their axes of rotation, for example with a hydraulic or pneumatic rotary drive or with a hydraulic or pneumatic cylinder drive. Alternatively, an electromechanical actuator can be provided. There are also combinations of a door kinematics with slideways and swivel arms possible.

In the door kinematics means are provided for providing the necessary for locking the door system s-shaped movement sequence at the main closing edge and the arcuate movement at the minor closing edge, these means may be constructed by transmission technology or have guide elements.

By closing direction is meant the direction in which the door becomes by means of the door kinematics. The movement is essentially parallel to the outer wall of the vehicle.

At least one locking pin is arranged on the main closing edge of the door, at least one corresponding counter bearing on the main portal edge. The anvil has a recess into which engages the locking pin on the main closing edge at the end of the s-shaped closing movement of the door. The anvil then holds the locking bolt in a secured position, which can only be solved by pivoting the door on the main closing edge. It has been found that it is advantageous to have two locking bolts on the secondary closing edge and two associated counter bearings on the portal side edge provided. It is irrelevant whether the locking bearing on the door and the counter bearing on the door portal, or the locking bearing on the door portal and the counter bearing are arranged on the door.

At least one first closure element, which cooperates with a second closure element on the door side edge, is arranged on the secondary closing edge. The closure elements become effective when the secondary closing edge of the door is pivoted in at the end of the arcuate trajectory. To open the door, it is necessary to unlock the closure elements. Preferably, two first closure elements are provided on the secondary closing edge and two second closure elements are provided on the portal side edge so that two closures secure the secondary closing edge on the side wall of the portal. The closure elements can be embodied, for example, as a rotary latch lock or sliding lock and corresponding bolt, or as a bolt lock with at least one corresponding latch counterpart.

The closure elements on the secondary closing edge or the portal side edge can have a pre and a main detent position. Pre-locking means a position in which the door is secured, but not firmly closed. The main stop position is the position in which the door is secured in the door portal and firmly closed.

The bolt must only engage in a recess on the slide lock and be locked. By sliding lock here is meant a lock on which at least one component can be moved with a recess in a substantially transverse direction to secure the bolt. The process of closing can also be actively supported by the sliding lock by pulling with a suitable actuator in the closing direction on the door.

With rotary latch lock is meant a lock in which a bolt is guided in a rotatably mounted rotary latch with a recess. The rotary latch is twisted and locked during this movement. It is also conceivable that the rotary latch lock actively supports the pulling of the door portal on the main closing edge, for example, by a Bowden cable, which is hinged to the rotary latch lock, the catch is pulled.

In the execution of the closure as a bolt with a corresponding Riegelgegenhalter the bolt is biased and has at its tip a chamfer, which is suitable for depressing the bolt during the closing operation of a corresponding abutment against the biasing force and then to engage in a counter bearing. The same is known from latches for conventional front doors.

The second closure element may be mounted on a support, which is arranged on the door portal. This edition may be an adjustable block, which means adjustable that suitable means, such as slots and guided through these slots screws, the support can be adjusted by moving the door portal. This is necessary in order to be able to compensate for manufacturing tolerances of the door portal and / or the door. The closure can be adjusted in this way so that on the one hand sufficient compression of the door sealing system is ensured, and on the other hand, the door is not hindered in its trajectory.

The closure can be released by means of an actuating device. Actuator means an actuator that can be hydraulic, pneumatic or electromechanical. If necessary, it acts on the closure elements via a linkage, so that they can be unlocked to release the door automatically or - in the event of an emergency release - to release it manually.

For emergency unlocking, it is necessary to release the lock and swing open the door, without the kinematics and the drive can hinder the swinging. This should be released in the design of the closure as a rotary latch this. In the design of the closure as a sliding lock this should be free. In the embodiment of the closure as a latch which engages in a latch counterholder, the latch should be pulled out of the latch counter holder. The unlocking of the closures can be done, for example, on all closures in parallel via a single linkage on which an actuator automatically acts in unlocking normally. Alternatively, a Bowden cable can be used directly on the closures.

Then make sure that the door is manually movable. Regardless of whether the door kinematics has slide tracks and corresponding sliding pins or a swivel gearbox, it must be ensured that the door kinematics are not self-locking and that the door can be moved against the actuators. In hydraulic or pneumatic systems, the pressure can be released via a valve and the hydraulic actuator can be moved; in the case of electromechanical drives, a gear reduction should not be self-locking.

When the door is closed, the door kinematics should take up as little space as possible. A built-up of swivel arms door gear is in the closed state parallel to the vehicle longitudinal axis. In this state, although a high force in the vehicle longitudinal axis can be provided at the joint between the swing arm and door, but only a small force transverse to the vehicle longitudinal axis. Ironically, close to this state of the closed door, the greatest force is needed during closing, namely to press the door against the seal. It is therefore proposed to mechanically support the door kinematics when pressing the door to the seal. Support means that not only the levers of the kinematics are involved in completing the opening and closing tracks on the door portal, but additional support bearings take effect immediately before the door abuts against the door seal. The outwardly facing flank of the locking bolt on the main closing edge and the inwardly facing flank of the anvil act as additional support bearing. The actuators actuate the door kinematics so that when closing a high force in the vehicle longitudinal axis arises. This is deflected in the additionally effective support bearing consisting of locking pin and thrust bearing, so that the door seal can be firmly pressed.

Fig. 1:

ein Türportal und eine Tür in einer Schnittansicht von oben,

Fig. 2:

einen Bereich eines Fahrzeuges mit einem Türportal und einer darin befindlichen Tür in einem geschlossenen Zustand, mit einer Hauptschließkante und einer Nebenschließkante,

Fig. 3:

das Fahrzeug aus Fig. 2 mit offener Tür, mit den dazugehörigen Bahnkurven, welche beim Öffnen und Schließen der Tür vollzogen werden,

Fig. 4:

ein Türportal und einer Tür in der Schnittansicht von oben, wobei das Türportal mit einer Trennlinie unterbrochen ist,

Fig. 5:

eine Schnittansicht eines Bereichs aus Fig. 4, die eine Verriegelung und eine Vorrichtung zum Öffnen der Verriegelung darstellt.

Further advantages of the invention are shown in the following description of the figures. In this show:

Fig. 1:

a door portal and a door in a sectional view from above,

Fig. 2:

an area of a vehicle having a door portal and a door therein in a closed state, with a main closing edge and a minor closing edge,

3:

the vehicle off Fig. 2 with open door, with the associated trajectories, which are performed when opening and closing the door,

4:

a door portal and a door in the sectional view from above, wherein the door portal is interrupted by a dividing line,

Fig. 5:

a sectional view of an area Fig. 4 which is a lock and a device for opening the lock.

FIG. 1 shows a door portal 1 with a door 2 therein, which has a main closing edge 31 and a side closing edge 33. At the main closing edge 31, a first movement path 9, at the secondary closing edge 33, a second movement path 10, shown in dashed lines. Along the trajectories 9, 10, the main and auxiliary closing edges 31, 33 are guided during opening and closing. The main closing edge 31 is located on the door 2 in the closing direction at the front, the auxiliary closing edge 33 is located on the door 2 in the closing direction behind. The main and auxiliary closing edges 31, 33 are the vertical edges of the door 2. The main closing edge 31 is located in the closed position of the door 2 directly to a vertical portal main edge 32 and the minor closing edge 33 of the door 2 at a portal side edge 34.

The door 2 is in the closed position, wherein seals 8 abut at their respective bearing surfaces on the support 5 on the portal side edge 33 and on a surface of an abutment 3. At the main closing edge 31, a locking pin 4 is shown in a recess 24 in an abutment 3. A first trajectory 9 shows the movement, which performs the main closing edge 31 during the opening and closing of the door 2, so that at the main closing edge 31, the locking pin 4 can engage in the anvil 3 on the main portal edge 32. It is important here that the first trajectory 9 has a turning point 29 in contrast to the second trajectory 10. The decisive factor here is that after the movement completed at locking bolts 4 and 3 abutment is the first closure element 36, designed here as a bolt 7, in a second closure element, here a lock 16, engages and the shutter 6 is effective. As a lock 16, for example, a rotary latch lock or a sliding lock is conceivable.

During the closing of the door 2 Arrestierungsbolzen 4 come on its outward-facing Arretierungsbolzenkante 28 first to the inwardly facing abutment edge 27 for support. This creates additional support points. The door kinematics pushes the door 2 during further closing against these additional support points. Due to the configuration of the recess 24 takes place at a force application of the locking pin 4 against the anvil 3, a force which is directed into the vehicle interior. By means of this force pointing into the vehicle interior, the seal 8 can be compressed.

The shutter 6 must be released to open the door 2, after which the secondary closing edge 33 moves along the second movement path 10 for further door opening. To adjust the lock 16 on the bolt 7, the support 5 can be changed in its position and location

FIG. 2 shows a vehicle area 14 with the door portal 1 and the door 2 therein with a window 17, with the door 2 in its closed position. Shown are dashed two locking pins 4, which are arranged on the main closing edge 31 and in two corresponding abutment 3, which are arranged on the portal main edge 32, engage. The embodiment with two locking pins 4 and two abutments 3 has proven to be advantageous. Also shown in dashed lines are two closures 6, each consisting of two first closure elements 36 and two second closure elements 38, which are each mounted on a support 5. This embodiment of two closures on the minor closing edge 33 and the associated portal side edge 34 has also proved to be advantageous. Via an actuating device 11, a linkage 15 acts on the closures 6 to release them.

After release of the shutters 6, the first closure elements 36 are disengaged from the second closure elements 38 and the door 2 can move along the minor trailing edge 33 along the second trajectory 10 and at the main closing edge 31 along the first trajectory 9, due to the first Trajectory 9, the locking pin 4 are pulled out of the recesses 24 in the thrust bearings 3. The door 2 is opened and it arises in the FIG. 3 shown condition.

By linkage 15 is meant not only a rod, but the means by which the shutters are released coupled upon actuation of the actuating unit 11. At the shutters 6 so additional, not shown devices can be arranged, which are assigned to the linkage 15. At a large distance of the closures 6 to Nebenschließkante 33 and the portal side edge 34 and in an embodiment of the rod 15 as a rod, it may be necessary to additionally arrange a deflection 12 between the closures 6, which supports the linkage 15, so that it is under the force, the occurs during the release of the closures 6, is not bent. The linkage 15 can be relatively thin and therefore made lighter between the closures 6.

FIG. 3 shows the door portal 1 and the door 2 FIG. 2 in the open position. Also shown are the first trajectory 9 and the second trajectory 10.

FIG. 4 shows a door portal 1 with a door 2 therein in the closed position in which the seals 8 are compressed and the locking pin 4 is in the anvil 3. The movement during the opening and closing of the door 2 is analogous to the sequence of movements described above. In FIG. 4 is a different than in FIG. 1 designed closure 6 shown in FIG. 5 shown in side view. If the auxiliary closing edge 33 moves along the second movement path 10 into its closed position, a latch 22 prestressed via a spring 23 is pressed in via the latch counterpart 20 until the latch 22 reaches the recess of the latch counterholder 20 and snaps back. If this is done, the door 2 is firmly against the seal 8.

FIG. 5 shows a sectional view of the in FIG. 4 with "A" marked section. The figure shows the latch 22, which is biased by the spring 23 and is located in a latch guide 21, wherein the latch 22 is retracted via a fitting 25 against the spring 23 and thereby a release of the closure 6 can be effected. The fitting 25 is actuated via the linkage 15, which is articulated by the actuating device 11.

Claims (6)

1. A door system for a vehicle for local and long-distance public transport, with a door (2) and a door portal (1), wherein the door (2) is moved essentially parallel to the vehicle outer wall during opening and closing and wherein the door (2)

   - has a vertically running main closing edge (31) which is arranged at the front in the closing direction, which main closing edge bears in the closed state of the door (2) against a portal main edge (32) running vertically in the door portal (1), and

   - has a secondary closing edge (33) which is arranged at the rear in the closing direction, which secondary closing edge bears in the closed state of the door (2) against a portal secondary closing edge (34) running vertically in the door portal (1), wherein the main closing edge (31) is moved along an S-shaped movement path (10) during opening and closing and the secondary closing edge (33) is moved along a curved movement path (10)

   and
   at least one locking bolt (4) is provided on the main closing edge (31), which locking bolt engages into the thrust bearing (3) which is arranged on the portal main edge (32) and at least one first latch element (36) is arranged on the secondary closing edge (33), which first latch element interacts with a second latch element (38), which is arranged on the portal secondary edge (34), and locks the door (2),
   characterised in that
   the locking bolt (4) has a locking bolt edge (28) on its outwardly facing side, which locking bolt edge comes into contact with a thrust bearing edge (27) of the thrust bearing (3) pointing in the direction of the vehicle interior during the closing procedure of the door (2), wherein the thrust bearing edge (27) acts as a support point so that a force directed in the direction of the vehicle interior acts on the door (2).
2. The door system for a vehicle for local and long-distance public transport according to Claim 1, characterised in that in the latch (6), the first latch element (36) is a bolt (7) and the second latch element (38) is a sliding lock, wherein the bolt (7) engages into the sliding lock.
3. The door system for a vehicle for local and long-distance public transport according to Claim 1, characterised in that in the latch (6), the first latch element (36) is a bolt (7) and the second latch element (38) is a rotary-latch lock, wherein the bolt (7) engages into the rotary-latch lock.
4. The door system for a vehicle for local and long-distance public transport according to Claim 1, characterised in that in the latch (6), the first latch element (36) is a bar thrust bearing (20) and the second latch element (38) is a bar (22), wherein the bar (22) engages into the bar thrust bearing (20).
5. The door system for a vehicle for local and long-distance public transport according to one of the preceding claims, characterised in that the latch (6) can be unlocked and locked by means of an actuating device (11) via a linkage (15) and the first latch element (36) is brought into out of and into engagement with the second latch element (38).
6. The door system for a vehicle for local and long-distance public transport according to one of the preceding claims, characterised in that the second latch element (38) is attached to a support (5) which is in turn attached to the portal secondary edge (34).

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