EP2384386A2 - Chariot compact pour battant de poids élevé pouvant effectuer un déplacement longitudinal - Google Patents

Chariot compact pour battant de poids élevé pouvant effectuer un déplacement longitudinal

Info

Publication number
EP2384386A2
EP2384386A2 EP10701734A EP10701734A EP2384386A2 EP 2384386 A2 EP2384386 A2 EP 2384386A2 EP 10701734 A EP10701734 A EP 10701734A EP 10701734 A EP10701734 A EP 10701734A EP 2384386 A2 EP2384386 A2 EP 2384386A2
Authority
EP
European Patent Office
Prior art keywords
carriage
arm
control
control arm
wing
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.)
Granted
Application number
EP10701734A
Other languages
German (de)
English (en)
Other versions
EP2384386B1 (fr
Inventor
Wolfgang Wuestefeld
Dirk Muegge
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=42237188&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP2384386(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Priority claimed from DE102009004013A external-priority patent/DE102009004013B4/de
Priority claimed from EP09173096A external-priority patent/EP2216472B1/fr
Priority to EP10701734.5A priority Critical patent/EP2384386B1/fr
Priority to SI201031464A priority patent/SI2384386T1/sl
Application filed by Hautau GmbH filed Critical Hautau GmbH
Priority to PL10701734T priority patent/PL2384386T3/pl
Publication of EP2384386A2 publication Critical patent/EP2384386A2/fr
Publication of EP2384386B1 publication Critical patent/EP2384386B1/fr
Application granted granted Critical
Priority to HRP20170788TT priority patent/HRP20170788T1/hr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • E05D15/40—Suspension arrangements for wings supported on arms movable in vertical planes
    • 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
    • E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
    • E05D15/10—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
    • E05D15/1005—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane the wing being supported on arms movable in horizontal planes
    • E05D15/1013—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane the wing being supported on arms movable in horizontal planes specially adapted for windows
    • 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
    • E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
    • E05D15/10—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
    • 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
    • E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
    • E05D15/10—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
    • E05D2015/1028—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane with only the wing moving transversely
    • E05D2015/1031—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane with only the wing moving transversely the wing supported on arms extending from the carriage
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME RELATING TO HINGES OR OTHER SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS AND DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION, CHECKS FOR WINGS AND WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • 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—Application of doors, windows, wings or fittings thereof for buildings or parts thereof characterised by the type of wing
    • E05Y2900/148—Windows

Definitions

  • the invention is concerned with improvements to a wing carriage on a window or door (as methods and apparatus).
  • the wing is to move in the longitudinal direction and has a parallel-parked position. From this storage position, the wing can be moved to a salaried, also parallel position to close the window or the door.
  • the wing moves by means of at least two carriages, each having at least two rollers, and which support the wing movable in its movement.
  • the claimed invention proposes some improvements over known carriages, which improvements significantly contribute to the claimed carriages having a lower overall height and carrying capacity for even higher and heavier blades. It can carry weights of up to 200 kg in the double version and up to 160 kg in the standard version.
  • the rollers are large enough, based on the housing they receive, so that a quiet running property is achieved. They are concealed and the whole carriage, despite its compact design with a considerable Ausstellweg of up to 125 mm for the wing (in the parallel-parked position) able to work.
  • EP-B 201 717 (by GU), which works with two elongated, linear Ausstellarmen according to Figure 5 there. These two arms are pivotally mounted on a carriage and connected by a coupling rod, there 25. They also have the forward projecting from a carriage control section, there 21, 22,23 in Figure 3, and the triggering of a locked position of a guide joint 21 to the control arm 19 is realized by a receptacle above the running rail, in which the downwardly projecting Guide pin 21 engages, see.
  • the wing not only held by carriages at the bottom, is guided and moved, but also provided at the upper end of the wing movable scissor members for guiding the wing, should not be specifically referred to this, but the Focusing the invention claimed here are placed on the lower part of a wing, namely the geometry and design of the or the carriages, which are compared to the prior art, as described above, to improve.
  • a problem of the claimed invention is to make the carriage compact and powerful at the same time.
  • the performance concerns both the ability to record high power and thus large sash weights to lead in parallel-parked position and at the same time take a non-large design, the narrow and elegant fitted in the closed position in a low construction area below the wing and on the Running track can be moved.
  • the Ausstellweg so the ability of the carriage to space a wing of the fixed frame should be large. So all the requirements of the carriage should be made to be powerful and compact at the same time.
  • the invention makes several proposals, which are summarized in claim 1. This summary is done by features (a) to (g), which may be combined individually or in combinations.
  • the features of the first part of claim 1 (three coats) are equally applicable to all individual features (a) to (g) and to all possible combinations of these seven minimum features.
  • any combination is possible, this also applies to a combination of two or more features, for example feature (a) and (b), or feature (a) and (g).
  • any multiple combinations of said seven features are possible, disclosed and referred to herein as, for example, (d), (f) and (g) or features (a) to (c) or features (b), (f) and G).
  • the claimed carriage or methods (as a work or assembly method) move the wing in a parallel-parked position. It has a compact design or should have a compact design.
  • the rollers which move it should be designed to be large relative to the housing area, ie occupy at least 90% to 95% of the overall height of the housing area.
  • the rollers are not accessible from above and the housing portion is closed at the top to cover the rollers from above.
  • the rollers are arranged in a housing area. This has a bearing point with which the extension arm is pivotally mounted on the housing portion.
  • the Ausstellarm is the main arm, which receives the load of the wing and keeps this in the parallel-parked position, spaced around the large Ausstellweg, relative to the fixed frame (as a frame).
  • the extension arm has a remote bearing point with which the wing is held and stored.
  • a storage point closer to the bearing area on the housing area is provided for the one end of a control arm, which controls the movement of the extension arm.
  • Said control arm also has another end portion which is guided in a control portion extending longitudinally from the housing portion.
  • This control section has a guide which guides said "further" end portion of the control arm and dictates a particular movement of the arms.
  • two pivotal arms (as handlebars) and a housing portion are circumscribed, with a control portion controlling the movement of the arms relative to the housing.
  • the extension arm is designed so that it allows complete coverage of the control arm.
  • Feature group (a) describes this with respect to a pan level.
  • the pivot plane is parallel to a horizontal plane, and lies below an upper side and above a lower side of the extension arm.
  • the extension arm has a voluminous design which allows surfaces to be defined above and below, and these surfaces can be seen in horizontal extension as planes.
  • the pivoting arm is not visible. It is completely covered in particular in the closed position, and is not articulated and moved on or above an upper side of the extension arm and not below a lower side of the extension arm.
  • a closed position is described.
  • This situation S is an embodiment of the extension arm.
  • This extension arm has a slot portion (gap portion), which is formed so that the control arm can be accommodated therein in a large part, but at least in sections. This concerns the closed position.
  • control link In the open position, the control link is swung out of this slot or gap.
  • the slot / gap extends in the longitudinal direction of the extension arm and faces the housing region of the carriage.
  • the slit / gap allows the control arm to be received, enhances the covering of the control arm according to feature (a), and additionally provides securing positions or fuses, because the control arm can not move upwards in the closed position.
  • a Aushebesperre or securing against digging is favored.
  • the slot or gap has a distance from the top and a distance from the bottom of the volume-formed extension arm. He is not pronounced too strong in the vertical direction, so as not to weaken the carrying capacity of the extension arm over a necessary for the immersion of the control arm degree.
  • this may also be considered to be associated with feature (f), or so preferably configured that the slot or gap in the depth direction (claim 6) is limited.
  • the rigidity and, as a consequence, the carrying capacity of the extension arm can be kept high, in particular for weights as indicated at the beginning of the description.
  • An additional barrier against evasive movements upwards is secured by an upwardly closed control block having a retraction opening and above a closed wall or surface, which by means of one circumscribing, upwardly projecting projection as preferred bolt achieved this effect (claim 6 at the end).
  • the open position of the carriage is circumscribed.
  • This position O relates to the extension arm, which is pivoted.
  • the effect of the various features in this feature group (c) is the guidance of the control arm with the curved / curved end region from below and the triggering of this end region from above.
  • the upwardly projecting projection and the downwardly projecting projection in the sense of a double projection are used, which protrudes from the previously circumscribed pivot plane of the control arm up or down.
  • This projection may preferably be formed as a bolt and more preferably with a sleeve-shaped jacket for friction reduction for guiding and release movement.
  • the guide from below takes over the control section, which continues in the longitudinal direction of the housing portion of this starting and has a guide, in particular in the form of a deep groove. In this groove engages the downwardly projecting projection and is guided by it.
  • the protruding projection is controlled. Under the control is in particular a trigger to understand in which this projection and with him the curved end portion carrying it and the entire control arm is disengaged or released.
  • the disengagement or disengagement refers to a releasably engaged position achieved by an angled portion of the guide groove with respect to the downwardly protruding projection.
  • This position O is the raised position for the parallel Abstellterrorism of the wing and holds the control arm, which is engaged on the downwardly projecting projection in the angled portion of the guide groove, the pivotal position of the extension arm constant.
  • the control arm is triggered from above via the upwardly projecting projection, and this may preferably serve a control block, in which enters the control section and a web-like entrance as one after has downwardly open, blind hole-like recess which detects the downwardly projecting projection during retraction and can move it relative to the control section. After disengaging or releasing the downwardly projecting protrusion, the latter can be moved back along the guide in the longitudinal direction to allow the adjustment of the extension arm, controlled by the control arm.
  • the mentioned feature distinguishes between the guide and the controller.
  • the guide is from below or in the lower area below the control arm by the downwardly projecting projection of the double projection.
  • the upwardly projecting projection of the double projection is operatively entrusted with a control, which control in particular relates to the adopted Trainn from an angled end portion of the guide, and thus the disengagement or release from the position O reaches.
  • the feature may in particular be combined with one of the aforementioned features (a) or (b) or with both of these features.
  • the guide is formed as a guide groove, which is open at the top.
  • the guide itself has a non-continuous floor, so it is not completely open down, but partially closed.
  • this closing of the groove down is not complete, but not more than sections, to let through holes through which possibly come in the groove come in dirt can fall down.
  • Falling out can also be facilitated by the fact that the protruding from above into the guide, downwardly projecting projection entrains the pollution and one or the other opening in the bottom feeds, from where they fall out of the guide, preferably at the respective end of the guide.
  • This type of self-cleaning is associated with a stiffening of the control section that carries the guide groove.
  • control section which projects in the longitudinal direction of the housing and continues in this direction, then not only consists of a circumferential wall whose stiffness could not be sufficient, but is stiffened on the bottom side by transverse struts, which can be considered as preferred flat connections as part of the floor ,
  • transverse struts which can be considered as preferred flat connections as part of the floor .
  • the bottom is opened with passage openings.
  • Cut in the transverse direction results in a U-shaped profile at least in some places in the longitudinal direction of the control section.
  • control section The rigidity and safety of the guidance of the control section can be improved. This is also possible if the control section is advanced or upstream, and can not be stiffened laterally, above or below by other housing sections.
  • This feature can be combined in particular with the aforementioned feature, or else with one of the feature groups (a) or (b).
  • claim 1 describes the formation of the control section for controlling the control arm.
  • a control block is added, which is arranged separately at the end of the track on the track profile. The feature is based in its function of the locked position of the control arm, ie such a situation in which at one end of the guide of the control section, the here lying end of the control arm is engaged.
  • the latch is a releasable latch and the release is accomplished by retrieving from one end of the guide, which end is an angled end as an end portion, relative to the longitudinal extent of the main component of the guide as a guide groove.
  • the control section is slim and ahead designed so that it can engage at the end of the travel path of the carriage in a transversely continuous recording of the control block. He not only intervenes, but also through this transversely continuous (laterally open) recording.
  • the control block In a temporal end portion of the passage of this slender, nose-shaped control section, the control block begins to act from above. It is designed so that it is able to extract the control arm from its latched position from above, acting out of the angled end region of the guide.
  • the training for steering out is preferably formed as a web-like entrance, which is open to the side, inclined and is closed at the top by a wall, which wall can affect the entire top of the control block.
  • the guiding of the control arm from below and the control of the control arm is realized from above by a double projection, which can be mutatis mutandis formed as an upwardly and downwardly projecting pin relative to the pivoting plane of the control arm.
  • this feature is combined with one of the following features (f) and (g), especially from both together. Further possibilities of the combination exist with feature (d), feature (c) or feature (a), which circumscribes the pivoting plane of the control arm. A combination of two or more of these mentioned features in connection with feature (e) is also encompassed by the disclosure.
  • another transcription of the feature (a) is defined. It is about the volume design of the Ausstellarms.
  • a voluminous design is a physically thick, strong training, which is not a plate-shaped design of a handlebar, but designed as a volumetric arm considerably thicker than the relatively flat, reminiscent of a plate shape control arm, but in addition by features that are in the height direction extend and are directed in the longitudinal direction, can amplify. Even with this gain, however, he remains a plate-shaped handlebar, in contrast to the volume-shaped extension arm.
  • the swung-out position of the stay is rectilinear. He has in the storage area a bend, but in the open position is not visible and remains within the housing area.
  • the control arm has a straight portion and a curved portion, which curved portion is directed to the control portion. This makes it possible to cover the control arm, apply high load and yet to achieve a compact design of the carriage with Ausstellarmen.
  • the double stud is explicitly described located at the end portion of the control link, which end portion is the ⁇ "other ⁇ " end portion defined in the third aspect of claim 1 is assigned to the management of the control section.
  • the double pin protrudes upwards and downwards as a projection, wherein the lower projection for guiding and the upper projection for release from the locked position is provided (also to be seen as a working method, claim 21).
  • the locked position is the position O with parallel-off wing.
  • the wing is not part of the device of the carriage, but can occur in the working process.
  • a releasably engaged position (claim 2) is achieved by the downwardly projecting projection in an angled end portion of the guide.
  • This position can be secured, for which a spring element is used, which exerts pressure or force in the horizontal direction.
  • This force is exerted on the bent portion as a front end portion thereof via a side plate projection. The force acts at least partially in the direction of the angled path section.
  • the spring element itself can be exchangeable (claim 14, 18). It is functionally provided with a holding portion which is rectilinear, and then preferably extends in a semi-arc to be received in a chamber which may have an undercut to latchingly position the free end of the retaining portion of the spring member.
  • the chamber may be open at the top to release this latching of the spring so that it can be replaced.
  • the pressure applying portion of this spring member is bent to have a directed outward, toward the curved (curved) end portion of the control arm camber.
  • an overarching portion of the housing portion may be provided which engages over the lateral plate projection of the curved control portion (claim 2, 15, 16).
  • This grip can be present in the locked position, and it is also present, while the control arm with the upwardly projecting pin of the Control block is removed from the locked position, and is recorded in its holding effect of the control block and its railway-shaped driveway.
  • an upper spring piece may be provided, which is displaceable in the transverse direction (claim 3, 20).
  • This spring piece is at least partially plate-shaped and preferably has two locking positions (claim 4, 5). A farther outboard, and a farther inboard.
  • the spring piece supports the securing position of the carriage in the inserted position in the profiled carriage rail.
  • the carriage is initially tilted, and used by an inwardly moved rotation in the sense of an insertion / tilting movement in the carriage rail, guided on the carriage rollers, which form the instantaneous pivot point.
  • the carriage has a minimum distance (gap) from an upper, overarching portion of the carriage rail to perform this pivoting movement can.
  • a securing projection of the housing portion engages under this cross-section, however, needed for pivoting this gap (claim 16). This also in the context of a mounting method (claim 21).
  • the shift can be from a detent position of the spring piece in another, further inside (to the carriage rail) lying detent position of the same spring piece.
  • the extension arm can be created in its pivoted position as a layer S close to the housing area. A bulbous bulge in a side region of the control section, which is angled relative to the longitudinal guide, is thereby received in a bay-shaped recess of the extension arm (claim 7).
  • Preferred height and height relationships relate to the height of the stay (claim 9, 19) and the strength of the stay relative to the control arm (claim 8).
  • Preferred embodiments of the projections are pin pieces (claim 11).
  • the stud pieces may have the same axis.
  • the control block is preferably closed on the top, by a wall with a top (claim 12).
  • the control section controls the control arm and receives a downwardly projecting projection to the sliding longitudinal guide.
  • the upwardly projecting projection is actuated by a control block, so controlled, at the end of a travel path of the carriage. While the control portion engages a receptacle of the control block engages at the end of this first engagement of the upstanding projection in a web-like, inclined entrance of the control block, and moves the curved / bent portion of the control arm and thus the entire control arm from the retracted position out.
  • This retrieval is done by a return control from above and a guide from below (also as a method for controlling the wing, claim 21).
  • control section can enter the control block and this is not too voluminous form
  • the control section is described as a nose-shaped slender. Accordingly, it is meant a very long nose, which is slim in length relative to its cross-sectional dimension.
  • the control block itself is to be mounted on the running frame on the running rail in the side facing the space inside and stands in the longitudinal direction in the travel path of the carriage, or its housing area. It is located above the track for the rollers and forms the end of the travel of the carriage with the position O of the Abstellarms.
  • the sash approaches the frame and the closed position.
  • the carrying capacity can be ensured, while covering the visible side, when the slot a part, in itself receives a substantial portion of the control arm, and the slot does not extend completely across the extension arm, but only limited in Depth direction extends.
  • Figure 1 is an oblique view of a carriage with a housing portion 10, a stay arm 30 in a closed position (position S) with adjacent, not swung-Ausstellarm 30th
  • FIG. 2 is the same carriage of FIG. 1 in an open position (position O) with the extension arm 30 swiveled out, control arm 35 articulated thereon, a control section 40 guiding the control arm 35, and the housing area 10.
  • Figure 2a is an enlarged detail of the area A of Figure 2.
  • Figure 2b is a plan view from above of this area A, in the axial direction of the projection 39a as an upstanding pin.
  • Figure 3 is a view corresponding to Figure 1 with the bearing 100 for the - not shown - wings, wherein a groove 41 in the control portion 40 with straight portion 41a and angled locking portion 41 b is explained in more detail.
  • FIG. 4a is a diagrammatic representation of FIG. 4a
  • FIG. 4b is an oblique view and a front view of the right end of FIG.
  • a spring element 60 is visible at the top in a first position.
  • FIG. 5a
  • Figure 5b is an oblique view and a front view of the same end, as that of Figures 4a, 4b, only with a different locking position of
  • FIG. 6 a is an oblique view of the carriage from the visible side (from outside) of the extension arm 30 in the closed position of the arm 30.
  • FIG. 6 b is the same view with a pivoted-down extension arm 30, the control link 35 being visible as well as the engagement of the upwardly projecting projection 39 a into a recess of a control block 50. Visible is in each case the carriage rail as a profile rail 70 on which the carriage with rollers is movable in the longitudinal direction.
  • FIG. 7a
  • FIG. 7b are two views of the control block 50 with three different ones
  • Figure 8 is an opened position of the carriage with pivoted
  • Figure 9 is a bottom view of Figure 8, the side view of the
  • FIG. 10 is an enlarged detail of the guide groove 41 as a guide in the control section 40, the latter having a bulging-shaped bulging side region 42.
  • Figure 11 is a top oblique view illustrating the guide groove 41 and the engagement of a downwardly projecting projection 39.
  • the guide groove 41 is arranged along the control section 40.
  • Figure 12 is a further detail with a view from above of the upper projection of the double pin 39, wherein the right end portion of the guide track 41 with bottom-side openings, as shown in Figure 10, is shown. Also, a spring 14 and an overarching securing portion 15 can be seen, which act on a collar 35b 'of the end portion 35b of the control arm 35. The collar surrounds the double pin which is disposed at the bent / curved end of the control arm 35.
  • Figure 1 shows a carriage in an oblique view from a directed to the inside viewing direction. To see are the housing portion 10, to the right of an end portion on which an at least partially plate-shaped spring element is slidably mounted.
  • the arm area with the main arm 30 as a stay arm and the control arm 35 are also visible, as a control section 40.
  • the geometric axis is 20a for the bearing 12 and the associated roller 20 can be seen in FIG.
  • the roller 21 is spaced on the housing portion 10, and arranged on the other side of the main bearing 16 for the extension arm 30.
  • This bearing 11 rotatably supports a shaft 21 'whose geometric axis is 21a and which roller 21 is also shown in FIG. 8 as seen from below.
  • the housing portion 10 is above, closed above the rollers, so that they are covered from above and protected against incidental dirt.
  • the rollers themselves have a large diameter, which can be seen in Figure 9 in a broken away area at the roller 21.
  • the roller occupies almost the entire height H of the housing section, reduced by the top covering wall 10a of the housing section.
  • the rollers have a size of at least 90% of the height of the housing area.
  • the height of the housing portion is shown as Hi 0 in Figure 9.
  • a carriage is designed, which can move wings along.
  • the wing can be moved via a tilted position into a parallel position, for which control arms not described here are arranged at the upper edge of the wing and are also displaceable.
  • the wing can also be parked only in parallel, without an intermediate tilt position. In the parallel storage position, the wing is moved over the carriage.
  • the wing is pivoted to the Abstellarm 30, for which the local recording serves as a bearing 100 with its geometric axis 100a.
  • An arranged on the wing bolt engages in this recess as a bearing and couples the wing to the stay arm 30th
  • the spaced carriages can both be designed the same, but can also be designed differently so far, as only one carriage uses a control section, and the other carriage has no such control section 40.
  • the two spaced carriages with their two rollers according to Figure 8 are otherwise the same design. They are coupled via a coupling rod Ks (or 19), which is inserted into a receptacle 19 ', as Figure 8 illustrates.
  • This coupling rod is attached to each carriage via a mounting screw 19b in a bore 19a.
  • the bore has a geometric axis 19a 'which is perpendicular to the extension direction of the coupling rod, not shown in the figures.
  • the coupling rod is preferably round and matched in their distance to the horizontal wing dimension so that the two carriages can support the wing and in the position S of the carriages are below the lower edge of the wing, but can protrude from it in the horizontal direction.
  • the dimension below the wing is small, preferably less than 40 mm, in particular in the range of substantially 35 mm.
  • the sash weight defines the necessary carrying capacity which the extension arm 30, or in the case of two carriages, can receive the extension arms 30 and can transfer to the housing 10.
  • wings become thicker due to heat insulation requirements, they become heavier. If wings are getting higher due to optical conditions, they are also heavier.
  • Ausstellweiten necessary so that the extension arm 30 is to be formed accordingly, while ensuring the inclusion of ever-increasing load capacity due to the geometric dimensions (height, thickness) of modern wings.
  • rollers 20, 21 of Figure 8 which are rotatably mounted on the shafts 21 ', 20' in the side walls of the housing 10, support the carriage and run on a track, which can be mounted from below the frame mounted profiled carriage rail 70 is provided.
  • Such a track 75 is shown in Figures 4a, 5a.
  • the carriage rail 70 is mounted in the region of the lower frame free frame on the frame.
  • the dimension between the lower end of a wing flap, not shown, and the underside of the frame has the size of less than 40 mm described above.
  • the rollers are designed in diameter large.
  • the carriage with its housing portion 10 fits in this clearance, drivingly slidable on the track 75, and yet an upper cover of the rollers can be achieved through the top wall 10a of the housing.
  • a handle control via a handle which controls the scissors held in slides above.
  • These Scissors can be positively controlled via the handle, or the handle itself is used to move the wing in a direction perpendicular to the plane of the frame.
  • the handle can also serve to move the wing in the parallel-parked position in the longitudinal direction, mobile supported on the rollers on the carriage rail 70 with the raceway 75 (also called running track).
  • the position S (closed position) according to FIG. 1 can be seen after swinging out the extension arm 30 as position O (open position) in FIG.
  • the guide pin 39 having an upper projection 39a and a lower projection 39b, at the opposite end (right) of the web guide (as a guide groove) 41 arrived and there releasably engaged in an angled path portion 41 b, including the lower projection 39b as a preferred bolt serves.
  • This pin 39 b is located in the position S of Figure 1 at the left end of the guide groove 41 of the control section 40.
  • Both pins or bolts can have the same axis and be "co-axial".
  • the control portion 40 has a groove 41, from a straight portion 41 a and one of them to the left angled extending latch portion 41 b.
  • This latching section defines the position O of FIG. 2.
  • the end of the straight track section 41a defines the layer S of FIGS. 1 and 3.
  • the control link 35 is, as Figure 2 or Figure 8 make, angled or bent, so it is not completely straight. It has a longer straight portion and an angled front end portion thereof which carries the double projection 39 extending up and down in both directions.
  • the latter projection 39 is arranged at the front end portion so that a circumferential collar in the thickness of the plate material of the control arm 35 is formed, which runs on the control portion 40 and the top, while the downwardly projecting projection 39 b in the web 41 b, 41 a to be led.
  • the link 35 is pivotally mounted at its other end via an axis 37 in a bearing of the stay arm 30.
  • the bearing opening 38 and the axis 37 have the geometric axis 37a.
  • the straight portion of the control link 35 is 35a, the portion bent or angled therebetween is 35b.
  • the two positions O and S are shown from another viewing direction, with the view from the outside onto the outer flat side 30 'of the extension arm 30 in FIGS. 6a and 6b.
  • the angled end of the extension arm 30 can be seen, which is not visible in the position O from the outside.
  • the arm looks straightforward and elongated.
  • the control link 35 on the other hand, is angled, with the angled portion carrying the guide pin 39, whose upper projection 39a in Figure 6b cooperates with a control block 50 having a top wall defining a closed surface 55 which faces upwards.
  • the control block is mounted to the carriage rail at one end of the travel path of the carriage. It cooperates with the upwardly projecting projection 39 a, as will be explained in more detail below.
  • the volume-wise training is also preferably suitable that they have a gap or slot 31st 2, as seen in the view of Figure 2 on the inner regions between the arm and the housing portion 10.
  • This slot / gap 31 is provided for receiving the control arm 35 in the position S and also designed accordingly lies in the pivoting plane of the control arm 35, which is not shown separately, but by flat extensions tion in the horizontal direction of the plate-shaped control arm is easy to imagine. Even if the control arm 35 is bulged slightly reinforced in a middle region, it remains flat plate-shaped. The stiffening bulge 35 c is received by the control arm 35 of the slot / gap 31. From the gap itself projects in the closed position of Figure 3 a piece of the curved portion 35b, and the longitudinal portion 35a of the control arm 35 is almost completely received in the gap / slot 31 in the closed position S.
  • the slit / gap 31 extends in the longitudinal direction of the extension arm and does not extend through the volume of training of Ausstellarms 30, but on the visible side 30 'as large a residual area of material remained to maintain the rigidity of the Ausstellarms 30.
  • a U-shaped profile of the extension arm is obtained, with a relatively thick connecting leg and two webs, one of which is made stronger according to Figure 2 and the other narrower.
  • the gap or slot is therefore not in the middle between the top and bottom of the stay, but slightly offset upwards.
  • the slot or gap 31 can thus at least partially record the control link 35 in the closed position, and let him swing out for the position O. At least in sections, the control link is in the situation S recorded, wherein the straight portion is almost completely absorbed, and the curved portion 35b protrudes to allow the guide the control section 40 in the position S from the stay arm 30.
  • At least in sections could also be understood that it is no more than sections, in order to obtain the control functions by the double projection 39, in particular as a double pin, in the guide groove 41 of the control section 40.
  • the extension arm which is made thicker in terms of volume, relative to the control arm 35, is substantially rectilinearly stretched, at least in the region which protrudes from the housing 10 in the position O according to FIG.
  • the geometry of the arms can also be seen in Figure 8 in the view from below.
  • the remnant piece 34 according to FIG. 6a which is visible from the outside in the position S, is bent but is barely visible in the position O according to FIG. 6b from the visible side (from the outside). Despite this bent portion at the bearing 36/16, ie at the bearing end of the stay arm 30, this is as elongated to call straightforward. Its volumetric training has already been explained in connection with the gap / slot 31.
  • the control takes place via a double projection 39, which has an upwardly projecting projection 39a and a downwardly projecting projection 39b.
  • These two are preferably designed as a bolt, more preferably provided with a rotatable sleeve in order to be easier to guide and to produce less friction in the guide.
  • the double projection which can be seen from all views of FIGS. 2, 6b and the detail enlargements of FIGS. 11 and 12, has two different functions or tasks at the top and bottom, with essentially the same design.
  • Arranged is the double projection in the bent (curved) end portion 35b of the control arm 35. It leaves a covenant around it as a plate-shaped collar stand, so does not quite extend to the outer edge of the control arm 35 in the region 35b zoom.
  • the downwardly projecting projection 39b is provided for guiding from below.
  • the release from the latched position of Figure 2 is the task and function of the upstanding projection 39b.
  • the locked position is that for the parallel adjustment of the wing.
  • the triggering takes place from above.
  • the triggering takes place as it is achieved in Figure 6b by running the upwardly projecting projection 39b in a lateral recess 51 of the control block 50.
  • This control block 50 is explained in Figures 7a, 7b of two oblique views.
  • the running-in of the upwardly projecting projection 39a in the direction V 39 is shown, namely in the oblique receptacle 51 (as a web-shaped entrance), of which the control block 50 can have two in order to be used for left-hinging and right-hinged applications ,
  • the control block 50 is mounted on the carriage rail 70. He has a closed top wall 55.
  • the car with the housing 10 runs in Figure 6b - when opening the arm 30 - from left to right, where he at the end of the travel with the leading (forward projecting) control section 40 into a transverse continuous further recess 53 of the control block 50 engages.
  • This further recess makes it possible to intervene in the direction of V 40 in FIG. 7a, which may be more than just an intervention, in particular also a penetration, as can be seen by the freeing of the front end of the control section 40 in FIG. 6b.
  • the control by the inclined path 51 at also obliquely made groove portion 41 b of the guide groove 41 leads to a retrieval of the control arm 35, respectively of the downwardly projecting projection 39 b from the angled groove portion 41 b and leaving the position O, as shown in FIG 6b shown.
  • the “extraction” refers to the lapping of the lower portion 39 b of the double pin 39 from the angled end 41 b of the guide track 41, and the “taking over the holding” from above through the upstanding portion 39 a of the double pin. It is picked up in the track-shaped driveway 51 (or 52 in the other direction). For this purpose, the control section 40 engages through the continuous further recess 53 of the control block 50.
  • control section 40 is designed to lead forward. It is designed nose-shaped slim, wherein the control section 40 is nevertheless stiffened, which is explained in more detail with reference to FIGS 10 to 12.
  • the guide groove 41 with its two sections 41 a, 41 b is provided in the nose-shaped slim control section 40.
  • the angled portion 41 b is placed in a bulging bulging side region 42 (belly) of Figure 10, which in turn in a book-shaped recess 33 in the position S of the stay 30th intervenes.
  • This engagement position of "belly" 42 in bay 33, as seen in Figure 2, is that of Figure 6a.
  • bay-shaped recess 33 is disposed below the slot / gap 31, and as little material as possible from the volume trained Ausstellarm 30 should take out to maintain its rigidity, while the closed position position S as close as possible to the housing portion 10 and the carriage rail 70 to allow. It is also apparent from Figure 2 that this bay-shaped recess 33 in the height direction is not quite up to the bottom of the stay arm passes through, but the extension arm 30 is closed surface-wise on three sides.
  • the guide groove 41 is not completely closed down, but has a not more than partially closed formed bottom structure.
  • the bottom is present in sections, as can be seen from FIGS. 10 and 12 and 8.
  • Figure 10 is seen from above into the groove 41 whose web shape; the portion 41 a is the rectilinear portion and the angled portion 41 b extends at an angle of slightly less than 90 ° down. It thus forms a pocket-shaped recess for the latched position S of the downwardly facing projection 39b.
  • the mentioned spring as spring element 14 can be seen more clearly in FIG. 2b in the plan view and in FIG. 2a. It has a bow area, in sections next to the Nose 15 is visible, but essentially section is located below the nose-shaped cross-section 15.
  • the spring element 14 continues into a holding section 14b, 14c, which is U-shaped and can be seen through the open-top window of the holding chamber 13 in FIG. 2b.
  • the spring is inserted from below into an opening, and engages with its free end 14c behind a projection in the holding chamber 13 a. It is thereby fixed in position, but can be replaced at the same time, when with a tool, the free end 14c is bent away from the projection, and the spring element 14 is taken down. A new, identical spring element 14 can then be inserted and fixed from below.
  • the securing position in the locked position according to FIG. 2 or FIG. 8 or FIGS. 11 and 12 is additionally secured by the spring element 14. This exerts a compressive force on the lateral plate projection 35b 'as a covenant of the raised portion of the control arm 35, and presses him reliably in the latched position at the end of the angled portion 41 b of the guide 41nd
  • a portion of the arcuately shaped spring back of the retaining spring 14 is disposed below the nose 15, and above an upper surface of the control section 40th
  • the pivoting of a carriage in the carriage rail is to be explained with reference to the figures 4a to 5b.
  • the end portion of the carriage shown here is that which is located on the right in Figures 1 and 2. It is an end portion, into which the connecting rod 19 is inserted, which is fastened via a - not shown - threaded hole 19a with a mounting screw. Above this attachment portion 19 'for the connecting rod, a spring piece 60 is provided, which has two locking positions, which are described below.
  • the spring 60 can also be seen in FIG. 1 and has the position there, which can be seen in FIG. 4a in the oblique view and in FIG. 4b in the view from the front. It is a locked position, which is achieved by a first groove 18a, which is arranged on top of the carriage end (the housing of the carriage).
  • a second groove is designated to the left of it with 18b and has a distance. There are thus two spaced groove sections, as shown in the figure 4a.
  • the spring piece 60 is arranged on top and has a shape of several sections.
  • a resilient portion 62 has a U- or V-shape and a grasping portion 63 at the end. This is most clearly seen in Figure 5b, engaged in the second detent position in the groove portion 18b.
  • the spring piece 60 further has a projecting planar portion 61, which is achieved in the example shown by a bend 61 a with feedback with additional stiffening waveforms 61 b.
  • This "front portion” may also be a simple plate-shaped piece of a sufficiently stable material, which is provided at the right end with a spring portion which corresponds to that portion 62, 63, which is freely visible in Figure 4a.
  • this spring piece 60 is first that it is displaceable.
  • the spring piece 60 is displaced in the direction F 6 o, as shown in Figure 5a. It then reaches the second detent position in the grooves 18b. Here, the section 61 protrudes far and blocks a gap 71 a, which was previously free. This free gap is needed for swinging in and swinging out the carriage. If the carriage pivoted in and used, the gap 71 a disturbs the reliable movement and could cause the carriage jumps out of its path 75. This can be prevented by the pushing of the spring piece 60 in the horizontal direction when the spring occupies the second detent position in the grooves 18b, and the front portion 61 reduces the gap opening. When forces are applied in the direction of pivoting or jumping out of the carriage, the plate-like front portion 61 of the spring piece 60 can prevent the carriage from disengaging from the carriage rail.
  • the spring plate 60 designed as a whole from spring plate can also have only one spring section in the region 62 according to FIGS. 4a to 5b, and the front (plate-like) section 61 can be plate-shaped or plate-shaped in a manner not shown. wherein the plate thickness is suitable to choose to reduce the gap 71 a in its height extent.
  • the at least one, preferably two pairs of grooves 18a, 18b serve the detent position (s) of the spring piece, and rewrite its position in a position permitting swiveling, according to FIG. 4b, and a position preventing it from falling out or swiveling out, according to FIG. 5b.
  • the mutatis mutandis plate-shaped portion 61 of the spring piece secures in the gap 71 a.
  • the gap 71 a is substantially reduced.
  • the extent of the reductions is almost complete closing of the gap, as shown in Figure 5b.
  • one of the locking positions 18a, 18b may also be omitted or may be a held by friction or clamping position of the spring piece.
  • This latching position is preferably that of the groove pair 18a.
  • the spring can only be placed without being locked separately on the edge in a recess, cf. FIG. 5a. Only pushing in F 6 o of the spring piece 60 and the locking in the groove pair 18b is useful for the reliability of the blocking of the gap 71 a.
  • the extension arm can be seen here from the visible side from the outside. He has a height H 30 . This height brings the Ausstellarm 30 high rigidity and load capacity.
  • the height H 30 is almost the height H 10 , which relates to the housing portion 10 of the carriage.
  • the height H 30 is greater than at least 80%, preferably greater than 90% of the height H 10 .
  • the size of the diameter of the roller 21 which also has almost the size H 10 , while above 90% to above 95% of the height H 10 .
  • the height H 30 of the extension arm 30 is substantially thicker and thereby measured at least four times as strong in the height direction.
  • the Height extension of the control arm 35 is still to be regarded as plate-shaped even with a stiffening embossing 35c.
  • the gap 71a is dimensioned below the projecting portion 71 of the carriage rail 70 so that this projection 17 can be swung in below 71, and thereafter the protection against jumping out when the gap is reduced.
  • the projection 17 would strike at the emergence of the carriage on an obstacle against the downwardly projecting projection 71, and with inserted spring piece 60 takes over this striking the plate-shaped portion 61 which lies on the projection 17.
  • the section 61 is for this purpose made of said, sufficiently stable material.
  • the longitudinal extension of the projection 17 may, as Figure 2 shows, be limited.
  • the spring piece 60 projects with its plate-like portion at both ends of the projection 17 beyond this in the longitudinal direction.
  • the projection 17 supports the plate-like configuration 61 of the spring piece 60 resting thereon, in order to prevent the spring piece 60 from being pushed out by operational movement.
  • the effective plate-shaped portion 61 can also protrude inwardly over the front end of the projection, as shown in Figure 5b.
  • the spring piece shown there with its plate-like portion 61 protrudes front side (seen to the left) on the securing projection 17 also.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Closing And Opening Devices For Wings, And Checks For Wings (AREA)
  • Wing Frames And Configurations (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Table Equipment (AREA)
  • Pyridine Compounds (AREA)
  • Support Devices For Sliding Doors (AREA)
  • Bearings For Parts Moving Linearly (AREA)
  • Window Of Vehicle (AREA)

Abstract

La présente invention concerne un chariot et un procédé destinés à un battant pour assurer le déplacement longitudinal dudit battant dans une position de rangement parallèle. Pour obtenir une forme structurale compacte malgré la présence de galets de roulement (20,21 ) de diamètre élevé, une zone de boîtier (10) comporte au moins deux des galets de roulement (20,21 ) et un point d'appui (16) sur lequel un bras de projection (30) prend appui pour pouvoir pivoter. Le bras de projection (30) présente, pour permettre au battant d'être mis dans sa position de rangement parallèle, un point d'appui distant (100) destiné au battant et un point d'appui proche (38) qui est plus proche de la zone de boîtier (10) et est destiné à une extrémité d'un bras de commande (35). Une section de commande (40;41 ) se prolonge dans une direction longitudinale de la zone de boîtier (10) et présente un élément de guidage (41) destiné à l'autre zone d'extrémité du bras de commande (35). Lorsque l'on considère le bras de projection (10) dans la direction horizontale, ce dernier recouvre complètement le bras de commande (35) dans la position de pivotement vers l'intérieur. Le bras de commande (35) se trouve selon l'invention dans un plan de pivotement qui se trouve décalé en dessous du côté supérieur du bras de projection (30) parallèlement à celui-ci et décalé au-dessus du côté inférieur du bras de projection parallèlement à celui-ci. Le chariot est ainsi à la fois compact et efficace.
EP10701734.5A 2009-01-11 2010-01-11 Chariot compact pour battant de poids élevé pouvant effectuer un déplacement longitudinal Active EP2384386B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
PL10701734T PL2384386T3 (pl) 2009-01-11 2010-01-11 Kompaktowy wózek jezdny dla ruchomego podłużnie, ciężkiego skrzydła
EP10701734.5A EP2384386B1 (fr) 2009-01-11 2010-01-11 Chariot compact pour battant de poids élevé pouvant effectuer un déplacement longitudinal
SI201031464A SI2384386T1 (sl) 2009-01-11 2010-01-11 Kompakten voziček za vzdolžno gibljivo težko krilo
HRP20170788TT HRP20170788T1 (hr) 2009-01-11 2017-05-26 Kompaktne sanjke za teško vratno krilo s mogućnošću uzdužnog pomicanja

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE102009004013A DE102009004013B4 (de) 2009-01-11 2009-01-11 Kompakter Laufwagen für einen Flügel zum Längs-Bewegen des Flügels in einer parallel-abgestellten Lage
EP09150358 2009-01-11
EP09173096A EP2216472B1 (fr) 2009-01-11 2009-10-15 Chariot compact pour un battant et procédé destiné au déplacement en longueur du battant dans une position de rangement parallèle
PCT/IB2010/050084 WO2010079461A2 (fr) 2009-01-11 2010-01-11 Chariot compact pour battant de poids élevé pouvant effectuer un déplacement longitudinal
EP10701734.5A EP2384386B1 (fr) 2009-01-11 2010-01-11 Chariot compact pour battant de poids élevé pouvant effectuer un déplacement longitudinal

Publications (2)

Publication Number Publication Date
EP2384386A2 true EP2384386A2 (fr) 2011-11-09
EP2384386B1 EP2384386B1 (fr) 2017-03-01

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EP10701734.5A Active EP2384386B1 (fr) 2009-01-11 2010-01-11 Chariot compact pour battant de poids élevé pouvant effectuer un déplacement longitudinal

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EP (1) EP2384386B1 (fr)
KR (1) KR101520993B1 (fr)
CN (1) CN102348862B (fr)
DK (1) DK2384386T3 (fr)
ES (1) ES2626429T3 (fr)
HR (1) HRP20170788T1 (fr)
HU (1) HUE034462T2 (fr)
LT (1) LT2384386T (fr)
PL (1) PL2384386T3 (fr)
PT (1) PT2384386T (fr)
RU (1) RU2526006C2 (fr)
SI (1) SI2384386T1 (fr)
WO (1) WO2010079461A2 (fr)

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DE202010010330U1 (de) * 2010-07-17 2010-10-14 Roto Frank Ag Laufwägen für Schiebefenster und -türen
EP2649259B2 (fr) 2010-12-11 2019-11-27 HAUTAU GmbH Ferrure facile d'utilisation pour ouvrant à déplacement parallèle
DE102011000164B3 (de) * 2011-01-16 2012-03-22 Hautau Gmbh Beschlag für parallel verschiebebaren Flügel
DE102012202985A1 (de) 2012-02-28 2013-08-29 Roto Frank Ag Laufwagenanordnung
DE102012202986B4 (de) 2012-02-28 2019-10-24 Roto Frank Ag Beschlag für eine Schiebetür oder ein Schiebefenster
DE202012002741U1 (de) * 2012-03-19 2012-04-25 Siegenia-Aubi Kg Beschlag für einen zumindest annähernd parallel abstellbaren und in dieser Parallelabstelllage horizontal verschiebbaren Flügel von Fenstern oder Türen
DE102014212461B3 (de) * 2014-06-27 2015-08-13 Roto Frank Ag Laufwagenanordnung mit einem exzentrischen Steuerzapfen sowie Schiebetür oder Schiebefenster mit einer solchen Laufwagenanordnung
DE102014212463A1 (de) 2014-06-27 2015-12-31 Roto Frank Ag Laufwagenanordnung mit einer Federausnehmung sowie Schiebetür, Schiebefenster oder dergleichen mit einer solchen Laufwagenanordnung
DE102017003073A1 (de) 2017-03-30 2018-10-04 Roto Frank Ag Wippenförmige Aushebesicherung
DE102017214268B4 (de) * 2017-08-16 2020-07-09 Roto Frank Ag Laufwagen mit einer starren Aushebesicherung
CN110847738A (zh) * 2019-12-17 2020-02-28 深圳市派阁智能五金科技有限公司 一种门窗滑轮铰链装置及推拉平移门窗系统

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Also Published As

Publication number Publication date
DK2384386T3 (en) 2017-06-06
KR101520993B1 (ko) 2015-05-15
HUE034462T2 (en) 2018-02-28
HRP20170788T1 (hr) 2017-08-11
PL2384386T3 (pl) 2017-08-31
CN102348862A (zh) 2012-02-08
LT2384386T (lt) 2017-04-10
WO2010079461A2 (fr) 2010-07-15
PT2384386T (pt) 2017-06-09
ES2626429T3 (es) 2017-07-25
SI2384386T1 (sl) 2017-07-31
CN102348862B (zh) 2015-03-11
KR20110133549A (ko) 2011-12-13
WO2010079461A3 (fr) 2010-09-23
EP2384386B1 (fr) 2017-03-01
RU2011131154A (ru) 2013-02-20
RU2526006C2 (ru) 2014-08-20

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