EP2268526B2 - Interlock for swing-out door - Google Patents

Description

The invention relates to a door system for a vehicle used in local and long-distance public transport with a door and a door portal, the door being moved essentially parallel to the outer wall of the vehicle when it is opened and closed, and the door having a main closing edge that runs vertically and is arranged at the front in the closing direction, which, in the closed state of the door, rests against a main portal edge running vertically in the door portal, and has a secondary closing edge arranged at the rear in the closing direction, which, when the door is closed, rests against a secondary portal edge running vertically in the door portal, the main closing edge along a s- shaped movement path and the secondary closing edge is moved along an arcuate movement path.

Outward swinging doors are known in the city and intercity bus sector in which the pressing force against the door seal has to be provided by the drive for the opening and closing mechanism. When the door closes, the door is moved parallel to the longitudinal axis of the vehicle via a double parallel swivel gear, pressed against the door portal and locked. The force with which the door must be pressed against the seal for the seal to work is provided by the drive for the opening and closing mechanism. A locking mechanism may only become effective after the door seal has reached its specified compression. Alternatively, the door can also be held in the closed position solely by the contact pressure of the drive. A relatively powerful drive is required for this, since a very unfavorable lever arm is effective, especially when the door seal is being pressed in. If there is a loss of pressure in hydraulic or pneumatic systems, there is no contact pressure, which can cause wind noise and, in the worst case, the door can be accidentally pushed open by a person leaning on it while driving.

In rail vehicles and vehicles for local and long-distance public transport, the door is usually moved in the Z direction, i.e. vertically to the road surface, after it has been placed in the door portal. A locking wedge on the door is shifted into a locking wedge in the door portal and presses the door into the sealing system. Two pairs of basins are preferably provided on each door edge. This system requires high forces to slide the door into the locked position. The door kinematics must generate both a pivoting movement and a lifting movement. In addition, with hydraulic or pneumatic systems, for example, there is also the problem that if there is a loss of pressure in the system, the locking becomes ineffective and the door can unintentionally open up cracks or even completely. This can also happen with mechanical gears if they are not self-locking and the contact force has to be actively provided by the motor.

The DE 101 16 580 A1 describes a pivoting sliding door for rail vehicles with at least one longitudinally displaceable door leaf, a drive means arranged on the door leaf, which is in positive engagement with a pivoting gear mounted on a shaft, 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 with a fixed frame and a sliding door leaf which is movable between a closed position and an open position, the leaf being connected to the guide means which are arranged on the frame to give the leaf a transverse movement to the frame, so that the sash is pushed in transversely to the frame when moving into the locked position.

The DE 28 54 204 A describes a pivoting sliding door for vehicles, a sliding element being arranged on a portal frame to support the sliding end movement of the door leaf. EP 0 280 677 A2 describes a pivoting or pivoting sliding door in which an additional sealing device presses the door against a circumferential seal after the door is closed.

The object on which the invention is based is to provide a secure locking mechanism for a door in the door portal of a vehicle, the closed door should have a high level of noise comfort. For this purpose, the door should lie so tightly against the seal that even at higher speeds there is little or no wind noise and the door itself does not cause any noise, for example by rattling. Small forces should be required for closing and the mechanics involved should be simple.

According to the invention, the object is achieved by a door system according to claim 1. The present invention provides an advantageous lock which can be actuated with the sequence of movements provided by means of the door kinematics. Eight locking elements are preferably assigned to a door in a door portal. This means that two locking bolts are provided on the main closing edge of the door and two counter bearings on the main portal edge and two first locking elements on the secondary closing edge and two second locking elements on the secondary portal 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 on it. The seal effectively seals the vehicle even in the event of lateral acceleration and strong wind forces. For reasons of advantageous load distribution, the locking elements are arranged in the vicinity of the corners on the vertical edges of the door portal or the door.

The door can be opened and closed again via door kinematics. The door kinematics can be designed in various ways. In one embodiment sliding bolts are attached to the door, which are guided in sliding tracks on the vehicle. The door can be moved along the slideway using hydraulic, pneumatic or electromechanical actuators. The door kinematics can also be a transmission that is linked via hydraulic, pneumatic or electromechanical actuators. A transmission can consist of an arrangement of two swivel arms, which are rotated around an axis for opening and closing and move the door. The swivel arms are driven on 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. Combinations of door kinematics with slideways and swivel arms are also possible.

In door kinematics, means are provided for providing the s-shaped movement sequence required for locking the door system on the main closing edge and the arcuate movement sequence on the secondary closing edge; these means can be geared or have guide elements.

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

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

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

The closure elements on the secondary closing edge or the secondary portal edge can have a front and a main locking position. Pre-latching position means a position in which the door is secured but not firmly closed. The main locking position is the position in which the door is secured in the door portal and firmly locked.

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

A rotary latch lock is a lock in which a bolt is guided into a rotatably mounted rotary bolt with a recess. The Quarter-Turn is twisted and locked during this movement. It is also conceivable that the rotary latch lock actively supports the pulling in of the door portal at the main closing edge, for example by pulling the rotary latch shut via a Bowden cable that is hinged to the rotary latch lock.

When the lock is designed as a bolt with a corresponding bolt counter-holder, the bolt is pre-tensioned and has a bevel at its tip, which is suitable for pressing the bolt against the biasing force on a corresponding counter-bearing during the closing process and then allowing it to engage in a counter-bearing. Something similar is known from locks for conventional house doors.

The second closure element can be fastened on a support which is arranged on the door portal. This support can be an adjustable block, adjustable means that the support can be adjusted by moving it in the door portal using suitable means, for example elongated holes and screws guided through these elongated holes. This is necessary in order to be able to compensate for manufacturing tolerances of the door portal and / or the door. In this way, the closure can be adjusted in such a way 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 movement path.

The lock can be released by means of an actuating device. Actuating device means an actuator that can be hydraulic, pneumatic or electromechanical. If necessary, it acts on the locking elements via a linkage so that they can be unlocked to automate the door or - in the case of an emergency unlocking - 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 being able to hinder swinging open. For this purpose, if the lock is designed as a twist-lock, it should be released. If the lock is designed as a sliding lock, it should be free to move. If the lock is designed as a bolt that engages in a bolt counter-holder, the bolt should be pulled out of the bolt counter-holder. The locks can be unlocked, for example, on all locks in parallel via a single linkage, on which an actuating device normally acts in the case of automatic unlocking. Alternatively, the locks can be acted upon directly via a Bowden cable.

Then it must be ensured that the door can be moved manually. Regardless of whether the door kinematics has slideways and corresponding slide bolts or a swivel gear, it must be ensured that the door kinematics are not self-locking and that the door can be moved against the actuators. With hydraulic or pneumatic systems, the pressure can be released via a valve and the hydraulic actuator moved; with 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 door gear made up of swivel arms lies parallel to the vehicle's longitudinal axis when closed. In this state, a high force can be provided in the vehicle longitudinal axis at the joint between the swivel arm and the door, but only a small force transverse to the vehicle longitudinal axis. It is precisely near this state of the closed door that the greatest force is required during closing, namely to press the door against the seal. It is therefore proposed to mechanically support the door kinematics when the door is pressed against the seal. Support means that not only the kinematics levers are involved in completing the opening and closing paths on the door portal, but that additional support bearings become effective immediately before the door rests against the door seal. The outwardly facing flank of the locking bolt on the main closing edge and the inwardly facing flank of the counter bearing act as additional support bearings. The actuators operate the door kinematics in such a way that a high force is generated in the vehicle's longitudinal axis when it closes. This is deflected in the additionally effective support bearing consisting of locking bolt and counter bearing so that the door seal can be pressed in firmly.

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 with a door portal and a door located therein in a closed state, with a main closing edge and a secondary closing edge,

Fig. 3:

the vehicle off Fig. 2 with the door open, with the associated trajectories that are performed when the door is opened and closed,

Fig. 4:

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

Fig. 5:

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

Figure 1 shows a door portal 1 with a door 2 located therein, which has a main closing edge 31 and a secondary closing edge 33. A first movement path 9 is shown on the main closing edge 31 and a second movement path 10 on the secondary closing edge 33 is shown in dashed lines. The main and secondary closing edges 31, 33 are guided along the movement paths 9, 10 during opening and closing. The main closing edge 31 is located on the door 2 in the closing direction at the front, the secondary closing edge 33 is located on the door 2 in the closing direction at the rear. The main and secondary closing edges 31, 33 are the vertically running edges of the door 2. In the closed position of the door 2, the main closing edge 31 rests directly on a vertically running main portal edge 32 and the secondary closing edge 33 of the door 2 rests on a secondary portal edge 34.

The door 2 is in the closed position, with seals 8 resting on their corresponding contact surfaces on the support 5 on the secondary portal edge 33 and on a surface of a counter bearing 3. A locking bolt 4 is shown in a recess 24 in a counter bearing 3 on the main closing edge 31. A first movement path 9 shows the movement which the main closing edge 31 performs during the opening and closing of the door 2 so that the locking bolts 4 on the main closing edge 31 can engage the counter bearings 3 on the main portal edge 32. It is important here that the first movement path 9, in contrast to the second movement path 10, has a turning point 29. The decisive factor here is that after the sequence of movements at the locking bolt 4 and the counter bearing 3 has been completed, the first locking element 36, here designed as a bolt 7, engages in a second locking element, here a lock 16, and the lock 6 becomes effective. When lock is 16 For example, a rotary latch lock or a sliding lock are conceivable.

During the closing of the door 2, the locking bolts 4 come to rest on their outwardly facing locking bolt edge 28 first on the inwardly facing counter-bearing edges 27. This creates additional support points. The door kinematics pushes door 2 against these additional support points during the further closing process. Due to the design of the recess 24, when a force is applied to the locking bolt 4 against the counter bearing 3, a force is applied which is directed into the interior of the vehicle. The seal 8 can be compressed by means of this force pointing into the vehicle interior.

The lock 6 must be released in order 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

Figure 2 shows a vehicle area 14 with the door portal 1 and the door 2 located therein with a window 17, the door 2 being in its closed position. Two locking bolts 4, which are arranged on the main closing edge 31 and engage in two corresponding counter bearings 3, which are arranged on the main portal edge 32, are shown in dashed lines. The embodiment with two locking bolts 4 and two counter bearings 3 each has proven to be advantageous. Also shown in broken lines are two closures 6, each consisting of two first closure elements 36 and two second closure elements 38, which are each attached to a support 5. This configuration of two closures on the secondary closing edge 33 and the associated secondary portal edge 34 has also proven to be advantageous. A linkage 15 acts on the locks 6 via an actuating device 11 in order to release them.

After the release of the closures 6, the first closure elements 36 are out of engagement with the second closure elements 38 and the door 2 can move at the secondary closing edge 33 along the second movement path 10 and at the main closing edge 31 along the first movement path 9, whereby due to the first Movement path 9 the locking bolts 4 are pulled out of the recesses 24 in the counter bearings 3. Door 2 is opened in this way and the in Figure 3 shown condition.

The linkage 15 does not just mean a rod, but the devices by means of which the locks are released in a coupled manner when the actuating unit 11 is actuated. Additional devices, not shown, which can be assigned to the linkage 15, can therefore be arranged on the closures 6. In the case of a large distance between the closures 6 at the secondary closing edge 33 and secondary portal edge 34 and if the linkage 15 is designed 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 can be when the force that takes place during the release of the closures 6, is not bent. The linkage 15 can be made relatively thin and thus lighter between the closures 6.

Figure 3 shows the door portal 1 and the door 2 Figure 2 in the open position. The first movement path 9 and the second movement path 10 are also shown.

Figure 4 shows a door portal 1 with a door 2 located therein in the closed position, in which the seals 8 are compressed and the locking bolt 4 is located in the counter bearing 3. The sequence of movements during the opening and closing of the door 2 is here analogous to the sequence of movements described above. In Figure 4 is a different than in Figure 1 configured closure 6 shown, which in Figure 5 is shown in side view. If the secondary closing edge 33 moves along the second movement path 10 into its closed position, a bolt 22 pretensioned by a spring 23 is pushed in over the bolt counter-holder 20 until the bolt 22 reaches the recess of the bolt counter-holder 20 and snaps back. Once this has taken place, the door 2 rests firmly against the seal 8.

Figure 5 shows a sectional view of the in Figure 4 with "A" marked cut. The figure shows the bolt 22, which is pretensioned by the spring 23 and is located in a bolt guide 21, the bolt 22 being retracted against the spring 23 via a molded piece 25, thereby releasing the lock 6. 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, having a door (2), a door portal (1) and a door seal (8), 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 main portal 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 secondary portal edge (34) running vertically in the door portal (1),

   - has a door mechanism, in which means are provided, by means of which the door (2) can be opened and closed in such a manner that, during opening and closing, the main closing edge (31) is moved along an s-shaped movement path (10) and the secondary closing edge (33) is moved along an arcuate movement path (10),

   and at least one locking bolt (4) is provided on the main closing edge (31), which locking bolt engages into a counter bearing (3) which is arranged on the main portal 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 secondary portal edge (34), and locks the door (2), wherein the locking bolt (4) has a locking bolt edge (28) on its outwardly facing side, which locking bolt edge first comes into contact with a counter bearing edge (27) of the counter bearing (3) facing in the direction of the vehicle interior during the closing procedure of the door (2), wherein the counter 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), wherein the door system is configured in such a manner that the door mechanism pushes the door (2) against the support point during the further closing procedure, so that the force applied by the door mechanism during the closing procedure of the door (2) and acting in the vehicle longitudinal axis is converted into the force directed into the vehicle interior, so that the door seal (8) is compressed.
2. The door system for a vehicle for local and long-distance public transport according to Claim 1, characterized 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, characterized 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, characterized in that, in the latch (6), the first latch element (36) is a bolt counter bearing (20) and the second latch element (22) is a bolt (22), wherein the bolt (22) engages into the bolt counter bearing (20).
5. The door system for a vehicle for local and long-distance public transport according to one of the preceding claims, characterized 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 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, characterized in that the second latch element (38) is attached to a support (5) which is in turn attached to the secondary portal edge (34).

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