EP2752546B1 - Suspension d'une porte d'un véhicule - Google Patents

Suspension d'une porte d'un véhicule Download PDF

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Publication number
EP2752546B1
EP2752546B1 EP13199409.7A EP13199409A EP2752546B1 EP 2752546 B1 EP2752546 B1 EP 2752546B1 EP 13199409 A EP13199409 A EP 13199409A EP 2752546 B1 EP2752546 B1 EP 2752546B1
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EP
European Patent Office
Prior art keywords
der
movement
actuator
die
suspension
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EP13199409.7A
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German (de)
English (en)
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EP2752546A2 (fr
EP2752546A3 (fr
Inventor
Reinhold Schulte
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Individual
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Individual
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Publication of EP2752546A2 publication Critical patent/EP2752546A2/fr
Publication of EP2752546A3 publication Critical patent/EP2752546A3/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D15/00—Suspension arrangements for wings
    • E05D15/06—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
    • E05D15/1002—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 specially adapted for use in railway-cars or mass transit vehicles
    • 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
    • E05D15/1065—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 transversely moving track
    • E05D15/1068—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 transversely moving track specially adapted for use in railway-cars or mass transit vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/50—Power-operated mechanisms for wings using fluid-pressure actuators
    • E05F15/53—Power-operated mechanisms for wings using fluid-pressure actuators for swinging wings
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/50—Power-operated mechanisms for wings using fluid-pressure actuators
    • E05F15/56—Power-operated mechanisms for wings using fluid-pressure actuators for horizontally-sliding wings
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/50—Power-operated mechanisms for wings using fluid-pressure actuators
    • E05F15/56—Power-operated mechanisms for wings using fluid-pressure actuators for horizontally-sliding wings
    • E05F15/565—Power-operated mechanisms for wings using fluid-pressure actuators for horizontally-sliding wings for railway-cars
    • 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
    • E05D15/1065—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 transversely moving track
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2600/00—Mounting or coupling arrangements for elements provided for in this subclass
    • E05Y2600/40—Mounting location; Visibility of the elements
    • E05Y2600/46—Mounting location; Visibility of the elements in or on the wing
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/506—Application of doors, windows, wings or fittings thereof for vehicles for buses
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/51—Application of doors, windows, wings or fittings thereof for vehicles for railway cars or mass transit vehicles

Definitions

  • the invention relates to a suspension for at least one wing door of a vehicle, in particular a bus.
  • Buses have entry openings for drivers and passengers in which a door frame is closed by one or two counter-opening and closing folding door (s). From a sealed closed position of the gullwing doors, in which the hinged door is arranged flush with an outer skin of the bus, the hinged door is first moved transversely to the longitudinal axis of the bus to be moved thereafter parallel to the longitudinal axis of the bus, in which case the gullwing outside can be passed on the outer skin of the bus until an open position of the wing door is reached, in which the door frame is released.
  • the transverse movement on the one hand and the longitudinal movement on the other hand usually separate actuators are used.
  • transverse movement is caused by the rotation of a rotary column with this held and pivoted to the rotary armature swingarm, which is coupled via a guide unit with an associated wing door. It is also possible to generate the transverse movement by an electric spindle drive with a supplementary use of a pneumatic actuator. Furthermore, a coupling of the movement of two wing doors of the bus via a cable is known. Finally, drive devices are known in which via a single actuator and coupled to this rotary column, a pure pivoting of an associated hinged door.
  • the maintenance of one or two wing door (s) on the door frame or the body of the vehicle and the guidance of the aforementioned movements of the wing doors during the opening and Closing movement usually takes place via a suspension in which often at least two guided holding devices are articulated on the hinged door.
  • EP 2 184 431 A1 discloses a suspension of a gullwing door of a vehicle.
  • a longitudinal guide device is formed here with a support rod, along which a bearing unit, which carries the vehicle door, is displaceable in the longitudinal direction.
  • the support rod is rigidly secured in its two end portions of support plates.
  • the support plates are displaceable relative to a cross member transverse to the vehicle longitudinal axis.
  • a first actuator for generating the movement of the vehicle door with the bearing unit along the support rod is designed as a pneumatic drive or electric drive, which is connected via a double cable with the bearing unit.
  • a second actuator is provided for the generation of the transverse movement.
  • DE 26 24 934 A1 discloses an actuator for operating a sliding door for a local rail vehicle.
  • the actuator has a piston rod which passes through the wagon of the local rail vehicle in the longitudinal direction and is held at the two ends in elastic bearings on struts of the Wagon inconveniences.
  • the piston rod carries a piston.
  • a cylinder housing is displaceable and guided under sealing on the one hand with respect to the piston and on the other hand in both end regions relative to the piston rod.
  • On both sides of the piston pressure chambers are formed in the cylinder housing, which can be fluidly acted upon via longitudinal channels of the piston rod.
  • the sliding door is attached to the cylinder housing by means of clamping fittings and tabs. By changing the fluidic loading of the pressure chambers, the cylinder housing and thus the sliding door be moved in the longitudinal direction of the piston rod and along the local rail vehicle.
  • a longitudinal guide device is used.
  • a movement of the at least one hinged door for opening and closing is a longitudinal direction x.
  • the movement of the hinged door is caused by an actuator.
  • the actuator is formed with the non-moving during the adjusting movement of the actuator longitudinal guide means and a non-moving separating body, which forms a stationary separating piston between two pressure chambers and is rigidly held by the longitudinal guide means or is formed by this, and a moving during the adjusting cylinder housing ,
  • the longitudinal guide device is thus designed to be multifunctional in that on the one hand it ensures the longitudinal guidance and on the other hand it is part of the actuator or carries the separating body or separating piston.
  • the ends of the longitudinal guide device are held on support devices.
  • transverse guide devices are provided. These are (largely) oriented transversely to the longitudinal guide device.
  • transverse guide means Along the transverse guide means is a movement of a hinged door, preferably (substantially) in a transverse direction y, wherein this movement of the hinged door on a door frame to or from this takes place.
  • the support means and thus the longitudinal guide means
  • the invention thus takes place a functional separation of the guides in the different directions by the transverse guide means on the one hand and the longitudinal guide means on the other.
  • EP 2 184 431 A1 find for the movement of the hinged door along the longitudinal guide device on the one hand and the movement of the support means along the transverse guide device different actuators use.
  • the movement of the hinged door along the longitudinal guide device is coupled via a transmission mechanism with the movement of the support device along the transverse guide device.
  • This allows for both the longitudinal movement and the transverse movement to be accomplished via a single actuator.
  • the said coupling can exist during the entire longitudinal stroke.
  • the coupling takes place only in a partial stroke of the longitudinal stroke, which is the case, for example, with the approach of the folding doors to the closed position.
  • a rotary column is provided in addition to the support means and the transverse guide device.
  • the movement of the support device along the transverse guide device is coupled in this case via an arbitrarily configured transmission mechanism with the rotation of the rotary column.
  • the movement of the support device can be transferred to another, in particular further above or below arranged articulation point for the hinged door. It is also possible that the hinged door is supported at several locations along the longitudinal extension of the rotary column at this.
  • the transmission mechanism is formed with a coupling rod.
  • the coupling rod is articulated in an end region on the support device.
  • the coupling rod is articulated on a rocker rotatably connected to the rotary column.
  • a once taken position of a hinged door is fixed or secured by the actuator used.
  • the suspension via a latching or locking device.
  • the locking or locking device allows a locking or locking the movement of the hinged door.
  • the latching or locking device can act between any components involved in the movement of the hinged door.
  • the latching or locking device acts between the support device and the transverse guide device.
  • the latching or locking device can, for example, electrically, hydraulically, pneumatically, electro-pneumatically or electro-hydraulically actuated and / or released.
  • this transmission mechanism is formed with a toggle mechanism. It has been found that such a toggle mechanism can be advantageous in terms of power development.
  • the following is a conventional, not limiting the invention advantageous design of such a toggle mechanism Explanation: If, for example, the toggle mechanism in the closed position is close to the extended position, large closing forces can be generated with small forces applied to the toggle mechanism, whereby a tight and tight application of the hinged door to a door frame and a seal carried therefrom can be ensured. Also can then be secured with small holding forces, the closed position of the hinged door.
  • a change ⁇ in the knee angle leads to a change in the distance ⁇ x 1 of the two opposite end regions of the knee levers, while near the extended position causes the same change in the knee angle ⁇ to another change in the distance ⁇ x 2 of said knee lever end points leads.
  • a movement characteristic of the hinged door can be predetermined, whereby also a change in the movement speed of the movement in the transverse direction can be deliberately brought about via the partial stroke.
  • the toggle mechanism transmission mechanism is formed with a coupling rod.
  • the coupling rod transmits, at least in a partial stroke, a movement of the hinged door along the longitudinal guide device to the toggle mechanism.
  • the suspension provides only the degrees of freedom in the longitudinal and transverse direction for the hinged door.
  • the transverse guide device and the longitudinal guide device are jointly pivotable about a vertical axis Z. A pivoting about this vertical axis then has a change in the orientation of the longitudinal guide device and the transverse guide device result.
  • This can be used, for example, if only a hinged door to be opened. In this case, there is an inclination of the longitudinal guide device, which per se does not lead to an opening of the hinged door.
  • an actuator of a hinged door Upon actuation of an actuator of a hinged door then the movement of the same along the oblique longitudinal guide means, whereby it can be removed from the door frame and passed on the outer skin of the bus.
  • the embodiment of the invention allows the alternative single door control and double door control.
  • Fig. 1 shows a highly schematic drive unit 1 with fluidic control circuit 2 for actuating the drive device 1.
  • the control circuit 2 is designed in particular as a pneumatic or hydraulic control circuit.
  • the drive device 1 is formed with two actuators 3a, 3b.
  • the fluidic loading of the actuators 3a, 3b has opening and closing movements 4a, 4b (and corresponding
  • Opening and closing forces) of cylinder housings 8a, 8b of the actuators 3a, 3b result, which over in Fig. 1 strongly illustrated holding devices 5a, 5b each to an associated hinged door 6a, 6b (in Fig. 1 not shown).
  • the opening and closing movements 4a, 4b take place in opposite directions, in order to move the two wing doors 6a, 6b away from one another for an opening movement and for the two leaf doors 6a, 6b to move toward one another for a closing movement.
  • the movement of the cylinder housings 8a, 8b of the actuators 3a, 3b takes place in a longitudinal direction of the vehicle, which is marked "x" in the figures.
  • the actuator 3a is formed as a double-acting cylinder unit 7a.
  • the cylinder unit 7a has the cylinder housing 8a, which has an interior 9a.
  • the cylinder housing 8a is guided in the two end areas via sealing and guide units 9a, 10a with respect to a longitudinal guide device 11a, which is designed here as a guide tube 12a, sealing in the direction x.
  • An inner space 13a of the cylinder housing 8a is divided into two pressure chambers 14a, 15a by a piston-like separator 24a carried by the guide tube 12a.
  • the cylinder housing 8 forms end opposite piston surfaces 16a, 17a, which are each associated with a pressure chamber 14a, 15a.
  • a pressure difference in the pressure chambers 14a, 15a By generating a pressure difference in the pressure chambers 14a, 15a, different pressure forces on the piston surfaces 16a, 17a can be brought about, the resultant of which leads to an opening or closing force.
  • the guide tube 12a Outside the range of movement of the cylinder housing 8a relative to the guide tube 12a, the guide tube 12a has terminals 18a, 19a.
  • These ports 18a, 19a are each connected via channels 20a, 21a of the longitudinal guide device 11a, in particular in the interior of the guide tube 12a, with an associated pressure chamber 14a, 15a.
  • the two pressure chambers 14a, 15a are coupled to one another via throttle valves or two non-return valves 22a, 23a which are connected in parallel and operate in different directions.
  • the fluidic control circuit 2 has a pump 25.
  • the pump 25 is driven by a drive unit 26, in which it can be the drive unit of the vehicle or a separate responsible for the operation of the control circuit 2 drive unit, for example.
  • An electrically operated pump act ,
  • the pump 25 is designed for example as a pump with a switchable conveying direction and controllable or adjustable output pressure and / or flow rate.
  • a primary side 27 of the pump 25 is connected to the port 18a of the actuator 3a.
  • the port 19a of the actuator 3a is connected via a preferably electrically controllable valve, here a 3/2-way solenoid valve 28 (in Fig. 1 in a passage position) connected to the port 18b of the actuator 3b.
  • the port 19b of the actuator 3b is connected to the secondary side 29 of the pump 25.
  • the secondary side of the pump to the primary side (and vice versa).
  • Fig. 1 shows the 3/2-way solenoid valve 28 in a passage position in which this connects the terminals 19 a, 18 b together.
  • the bypass line 30 has a branch 32, which is arranged between the manual emergency valve 31 and the primary side 27.
  • the branch 32 is connected to a port of the 3/2-way solenoid valve 28, which in the in Fig. 1 ineffective bypass position of the 3/2-way solenoid valve 28 is connected to the port 18b of the actuator 3b, while in this switching position, the port 19a is shut off via the 3/2-way solenoid valve 28.
  • a single door control for the cylinder housing 8a of the actuator 3a is for the design of the fluidic control circuit 2 according to Fig. 1 not possible.
  • Fig. 2 shows an alternative embodiment of the drive device 1 with a fluidic control circuit 2, which also allows alternatively a single control of both actuators 3a, 3b (ie, both wing doors 6a, 6b).
  • the actuators 3a, 3b are themselves corresponding Fig. 1 educated.
  • the pump 25 is also bridged by a bypass line 30 with integrated manual emergency valve 31, although here no branch 32 is present.
  • a respective 3/2-way solenoid valve 34, 35 interposed, which in Fig. 2 each in their passage position.
  • the 3/2-way solenoid valves 34, 35 In the passage position connect the 3/2-way solenoid valves 34, 35 the respective associated port 18 a, 19 b of the actuator 3 a, 3 b with the bypass line 30 and
  • the 3/2-way solenoid valves 34, 35 have a bypass position in which the connected to the bypass line 30 and the primary or secondary side 27, 29 connection of the 3 / 2- Travel solenoid valve 34, 35 are connected via this with a bypass line 36.
  • the bypass line 36 connects on the one hand the two terminals of the 3/2-way solenoid valves 34, 35 with each other.
  • the bypass line 36 is connected via a branch 37 to a connecting line 38 which directly (without integration of the 3/2-way solenoid valve 28) connects the terminals 19a, 18b with each other.
  • a strategy is chosen such that even with a collapse of the electrical power supply (and thus break the possibility of electrical control), the desired manual override by manual operation of the emergency valve 31 remains possible.
  • Fig. 1 This means that via a return spring, the 3/2-way solenoid valve 28 is de-energized in its bypass position.
  • the 3/2-way solenoid valves 34, 35 should be de-energized in its passage position.
  • Fig. 1 and Fig. 2 merely a movement of the cylinder housings 8a, 8b in a direction x, which for one embodiment correlates with the movement of the wing doors 6a, 6b in the direction of the vehicle longitudinal axis. It is possible that additional actuating devices or coupling devices or degrees of freedom are used, via which additionally a pivotal movement of the wing doors 6a, 6b about a vertical axis (axis z) can be brought about. Depending on the pivoting about the axis z, the actuating direction x of the actuator with respect to the longitudinal axis of the vehicle can then also change.
  • the holding devices 5a, 5b be articulated with the movement of the actuators 3a, 3b in the direction of the X-axis only with a point of the hinged door 6a, 6b, so that the movement of the hinged door on a circular path then in addition to the translational movement of the cylinder housing 8a, 8b of the actuator 3a, 3b depends on said complementary coupling device and / or another actuator, as will be explained in more detail below.
  • Fig. 1 and 2 It can be seen that the cylinder housings 8a, 8b of the actuators 3a, 3b are not fixed to the vehicle frame, but are moved by their adjusting movement along the longitudinal guide devices 11a, 11b.
  • the movement of the cylinder housings 8a, 8b may be fluidically coupled to one another, in which case a cylinder housing 8a, 8b acts as a kind of "master cylinder", while the other cylinder housing 8b, 8a then serves as a "slave cylinder”.
  • this fluidic coupling is via valve elements, here the 3/2-way solenoid valves 28, 34, 35 can be canceled.
  • the longitudinal guide devices 11a, 11b arranged fixed to the vehicle frame, which is not absolutely necessary, as will be explained below.
  • a drive device 1 is shown by way of example in which, for example, a fluidic control circuit 2 according to FIG Fig. 1 or 2 can be used.
  • Fig. 3 shows the parallel to each other and to the x-direction oriented longitudinal guide devices 11a, 11b, which are here designed as guide tubes 12a, 12b. Opposite these in the direction of the X-axis are guided the cylinder housing 8a, 8b, which carry the holding devices 5a, 5b for the wing doors 6a, 6b. While Fig. 3 the drive device 1 in an open position with a maximum distance of the wing doors 6a, 6b, are in the Fig. 4 and 5 different closed positions of the wing doors 6a, 6b shown.
  • the guide tubes 12a, 12b are formed in two parts with guide tube parts 12-1 and 12-2.
  • the guide tube parts 12-1 and 12-2 are rigidly connected to one another via the separating body 24.
  • the separating body 24 has an annular body 54, from which pins 55, 56 equipped with an external thread extend in the x direction.
  • the external threads of the pins 55, 56 are screwed with internal threads of the guide tube parts 12-1 and 12-2, whereby the associated end faces of the guide tube parts 12-1 and 12-2 are clamped against annular end faces of the annular body 54, so that the separating body 24 and Guide tube parts 12-1 and 12-2 form a rigid unit.
  • the ring body 54 forms radially outwardly a cylindrical sealing and guide surface 57.
  • a circumferential groove 58 is radially introduced, in which a sealing element 59 is arranged.
  • the inner spaces 50-1 and 50-2 of the guide tube parts 12-1 and 12-2 are connected to each other via channels 60, 61 of the separating body 24 formed with longitudinal bores.
  • the opening in the opposite direction throttles or check valves 22, 23 are arranged.
  • the opening direction upstream of the check valves 22, 23 opens into the channels 60, 61 each have a radial tap hole 62, 63rd
  • the cylinder housing 8 are here formed with a cylinder housing tube 64, which is screwed in both end regions with a sealing and guiding unit 9 and 10 respectively.
  • the holding devices 5 are directly attached in the present case.
  • the cylindrical inner surface of the cylinder housing tube 64 slides along for the adjusting movement the sealing and guiding surface 57 of the separating body 24, wherein a seal by the sealing element 59 takes place.
  • a radial gap is formed, in the region of which the two pressure chambers 14, 15 are formed.
  • the pressure chamber 14 is radially inwardly limited by the lateral surface of the guide tube 12 and radially outwardly through the inner surface of the cylinder housing tube 64.
  • the pressure chamber 14 is axially bounded by an end face of the annular body 54.
  • the other axial end portion of the pressure chamber 14 is axial limited by an annular inner end face of the sealing and guiding unit 9, which thus forms the piston surface 16.
  • the pressure chamber 15 in which case the axial limitation and the formation of the piston surface 17 are not effected by the sealing and guiding unit 9, but by the sealing and guiding unit 10.
  • Fig. 6 It can be seen that for a closed position of the wing doors, the cylinder housing 8 is arranged with the sealing and guiding unit 10 immediately adjacent to the support means 39, wherein an end face of the sealing and guiding unit 10 can also come to rest on the support means. On the other hand, the sealing and guiding unit 10 with the opening movement of the wing doors 6a, 6b increasingly removed from the support device 39.
  • the cylinder housing 8 is preferably more than half as long as the longitudinal guide means 11, whereby a good support and absorption of a tilting moment about an axis transverse is ensured to the longitudinal axis of the longitudinal guide device 11.
  • the fluidic admission of the pressure chambers 14, 15 are changed, whereby a movement of the cylinder housing 8a, 8b in the opening and closing direction 4a, 4b can be brought about.
  • the movement of the wing doors 6a, 6b here preferably takes place parallel to the vehicle longitudinal axis and in the direction indicated by x in the figures.
  • the piston surfaces 16, 17 formed by the sealing and guiding units 9, 10 are in this case annular surfaces with diameters corresponding to the annular gaps between the inner surface of the cylinder housing tube 64 and the lateral surface of the guide tube 12.
  • a transverse guide device 65 This has a guide rod 66 which is oriented in the direction of the Y-axis and which is held on a vehicle frame-fixed or door frame-fixed carrying device 67.
  • the main body 68 is formed in this case as a kind of guide carriage 69.
  • the guide carriage 69 has a continuous recess 70, in which end two guide bushes 71, 72 are used, which are slidably supported and as possible without play on the guide rod 66.
  • a spring element 73 which acts on the guide carriage away from the door frame in the y-direction.
  • the movement of the cylinder housing 8 along the longitudinal guide means 11 in the x direction is only a partial stroke, namely the last part of the closing stroke or the first part of the opening stroke, coupled with the movement of the guide carriage 69 relative to the guide rods 66 in the direction y.
  • This coupling is done mechanically.
  • the driver unit 74 is formed by an extension 75 of the sealing and guiding units 9. Through a continuous recess 76 of the extensions 75 extends a coupling rod 77.
  • the toggle mechanism 81 has a first toggle lever 82 and a second toggle lever 83, which are connected to one another via a knee joint 84.
  • the knee joint 84 facing away from the end portion of the first knee lever 82 is hinged to the guide carriage 69.
  • the knee joint 84 facing away from the end portion of the second knee lever 83 is hinged to the support means 67.
  • the coupling rod 77 acts on the first toggle lever 82, which preferably takes place approximately centrally between the two articulation points of the first toggle lever 82.
  • the drive device 1 has only the described degrees of freedom in the direction x and y. This embodiment is used in particular when a double door control for the opening and closing movement of the wing doors 6a, 6b is desired.
  • an extended embodiment is proposed, according to which the support means 39, 40, longitudinal guide means 11, the cylinder housing 8 and the guide rods 66 are pivotable together about a vertical axis Z, which also includes the directions x, y, along which a movement along said degrees of freedom takes place, change.
  • This pivoting about the vertical axis Z is preferably carried out when only a single door control is desired, for which, for example, the hinged door 6b remains closed, but with an opening movement of the cylinder housing 8a, the hinged door 6a is opened.
  • the toggle mechanism 81b retains its end position near the extended position, so that the guide carriage 69b also retains its position in the y-direction as far as possible in the transverse direction inwards.
  • the operation of the actuator 3a causes the knee angle of the toggle mechanism 61a to increase and the guide carriage 69 to move outward transversely.
  • the explained single-door control means that with the pivoting about the vertical axis Z, the effective direction of the actuator 3a changes from a first effective direction 85 into a second effective direction 86 (schematically dash-dotted line in FIG Fig. 5 shown).
  • the maximum angle change between the first effective direction 85 and the second effective direction 86 may be relatively small, for example in the range of 5 ° ⁇ 4 ° or 5 ° ⁇ 2 °.
  • this change in angle results in the hinged door 6b remaining closed (possibly with a small "angular error"), while it is possible for the hinged door 6a to be opened and, for example, to be guided past an outer skin of the vehicle. If such an additional degree of freedom is desired for pivoting about the vertical axis Z, it is necessary that the guide rod 66 is not rigidly secured to the support means 67.
  • an end portion 87 of the guide rod 66 is articulated in a bearing eye 88 such that an axial fixation of the guide rod 66 relative to the support means 67 takes place, but the orientation of the guide rod 66 limited in space is variable.
  • the opposite end portion 89 of the guide rod 66 is not rigidly held on the support means 67.
  • a coupling element 91 which extends approximately vertically downwardly, is articulated to the carrying device 67 via a ball joint 90.
  • the coupling element 91 is guided in its lower end region by an end-side vertical bore of the guide rod 66 and secured on the opposite side by a nut 92.
  • the coupling element 91 is formed with adjustable length.
  • the end portion 89 of the guide rod 66 can be pressed against the nut 92 via a spring element 93, wherein as the bias of the spring 93 increases, movement of the end portion 89 of the guide rod 66 away from the nut 92 is also possible.
  • a once assumed position of the wing doors 6a, 6b is exclusively secured fluidically.
  • a latching or locking device 94 which in the course of the opening operation is secured by the latching or locking device 94.
  • closing movement is moved, according to the illustrated embodiment by means of the locking or locking device 94 of the guide carriage 69 relative to the guide rod 66 is locked or locked.
  • the guide rod 66 has a latching or locking groove 95, in which a latching or locking element (for example, a locking pin) of the latching or locking device 94 engages.
  • a control of the latching or locking device 94 in particular the movement of the latching element in the latching or locking groove 95, can be carried out electrically, pneumatically, hydraulically, electro-pneumatically or electro-hydraulically.
  • rotary columns 96 are in this case oriented in the direction of the vertical axis Z.
  • the rotary columns 96 are in this case also mounted rotatably about the vertical axis relative to the support means 67.
  • rocker 97 In the upper end region of the rotary column 96 has a radially extending therefrom rocker 97.
  • a coupling rod 98 is articulated.
  • the coupling rod 98 is articulated in an end region by means of a ball head 99 on the guide carriage 69 and a downwardly extending from this bearing pin. In the other end region, the coupling rod 98 is articulated via a ball head 106 on the rocker 97. A movement of the guide carriage 69 in the y-direction is thus converted via the connection between the rocker 97 and the coupling rod 98 in a rotary movement of the rotary column 96 about its longitudinal axis. In the region of the vehicle floor and in the lower end region of the rotary column 96, a further holding device 100 for the hinged door 6a, 6b is arranged.
  • the holding device 100 has an arcuate rocker 101, which is pivoted with the rotary column 96a in an xy plane.
  • the radially outer end region of the rocker 101 is guided via a guide unit 105 with a guide element, in particular a guide pin, in a guide rail on the underside of the hinged door 6a, 6b, in particular a guide groove.
  • a movement of the wing door 6a, 6b in the direction x is thus not hindered by the rocker and the guide unit 105, while the rocker 101 and the guide unit 105, the distance of the hinged door 6a, 6b of the vehicle in the transverse direction y in the holding device 100 pretend.
  • a pivoting of the rotary column 96 leads to a change in the distance of the hinged door 6 in the holding device 100 from a door frame or the vehicle in the direction y.
  • the components associated with the respective hinged door 6a, 6b or the different actuators 3a, 3b are also partially marked with the added letter a or b. Also marked with supplementary letters a, b are the components of the left support means 39 and the right support means 40. If reference numerals are used without the supplementary letter, hereby only one of the components or can hereby be described the two wing doors 6a, 6b associated components.
  • a suspension 102 for the wing doors 6a, 6b is formed. Even if no drive via the actuators 3a, 3b, a correspondingly formed suspension 102 can be used for the specification of the kinematics of the at least one hinged door 6a, 6b. In this case, any actuator may be responsible for movement of one of the components involved in the suspension, which is then transmitted via the suspension 102 to the holding devices 5, 100.
  • a sensor system can be integrated in the drive device 1. About this, the opening and closing movement 4a and / or the opening and closing movement 4b is detected.
  • the sensor system is formed with a magnetorestrictive measuring system which is integrated in a measuring rod 103 which extends between the two support devices 39, 40.
  • the cylinder housings 8 each have a magnet or transmitter which is moved along the measuring rod 103.
  • the measuring rod 103 magnetorestrictively detects the current position of the transmitter. This can be done a continuous detection of the way. It is also possible that the detection of the path takes place only in a partial stroke.
  • the pump 25 is integrated into the drive unit, namely preferably carried by the support means 40, so that the pump 25 with in Direction y is moved.
  • a valve block 104 can be held on the support device 39, 40, in which valves, in particular the 3/2-way solenoid valves 28, 34, 35 are integrated and which control the fluidic admission of the drive device 1. Also, the valve block 104 is moved with the movement of the support means 39, 40.
  • the spring 73 can cause the hinged door 6 is moved away from the door frame in the direction y, in which case as to Fig. 1 and 2 explained, a manual opening of the wing doors 6 can be made in the direction x.
  • the in the FIGS. 3 to 16 shown drive means 1 can, for example, by means of a fluidic control circuit 2 according to Fig. 1 or Fig. 2 controlled (which also a regulation is understood) and fluidly acted upon.
  • the movement of the hinged door in the longitudinal or transverse direction described here can describe a movement of a pivot point of the hinged door itself. Also included here, however, is also a movement of only one guide element of the hinged door in this direction, while the guide element is connected via a further geared connection with the hinged door, wherein the geared connection under certain circumstances also means that the hinged door in a different direction moved as the guide element.
  • the primary side 27 of the pump 25 is connected via a controllable check valve 109 or controllable check valve to the port 18a and the pressure chamber 14a of the actuator 3a.
  • the port 19a of the actuator 3a is connected to a port 110 of a valve 111, here a controlled 3/2-way valve 112.
  • the valve 111 has other ports 113, 114.
  • the terminals 110, 113 are connected to each other via the valve 111, while the port 114 is shut off.
  • the latter connects the connections 110, 114 to each other while the connection 113 is shut off.
  • the secondary side 29 is connected via a controllable check valve 115 or controllable check valve to the port 19b and thus the pressure chamber 15b of the actuator 3b.
  • the other port 18b of the actuator 3b is connected to a port 116 of a valve 117, here a controlled 3/2-way valve 118.
  • the valve 117 has further connections 119, 120.
  • the valve 117 In the in Fig. 17 effective position of the valve 117, which corresponds to the non-actuated position as a result of the application of a spring, the valve 117 connects the ports 116, 119, while the port 120 is shut off. In the other position of the valve 117 brought about by actuation, the valve 117 connects the ports 116, 120 to each other while the port 119 is shut off.
  • valves 111, 117 are fluidically controlled. This can be done by means of the fluid, which is used anyway in the control circuit 2.
  • the control pressure for the valves 111, 117 can be predetermined by at least one pilot valve, not shown in the figures, which, for example, is controlled as required by an electronic control device.
  • the valves 111, 117 (deviating from the embodiment of FIG Fig. 17 ) are designed as solenoid valves, so that they are directly controlled by an electronic control device.
  • the port 113 of the valve 111 is connected via a branch 121 and the check valve 115 to the secondary side 29 of the pump 25.
  • the connection 119 of the valve 117 is connected via a branch 122 and the check valve 109 to the primary side 27 of the pump 25.
  • the connections 114, 120 of the two valves 111, 117 are connected with each other.
  • Control device not shown, can be made to act on the control connections of the valves 111, 117, as required, in accordance with what is required Fig. 17 fluid (in particular pneumatic) takes place.
  • an electronic control device with a corresponding control logic generate an electrical control signal, by means of which an electromagnetic pilot valve is controlled, which controls a fluidic pressure, which is supplied to the control port of the valves 111, 117.
  • the fluidic control circuit 2 is preferably a hydraulic control circuit, so that the actuators 3a, 3b are also actuated hydraulically. This is particularly advantageous for the second operating position, since then the incompressibility of the hydraulic medium can be utilized for the fluidic coupling of the two actuators 3a, 3b in series connection thereof.
  • the invention finds application for any vehicles, especially passenger transport vehicles such as buses or trains of any kind and design.
  • the hinged doors 6a, 6b are preferably swing-sliding doors.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power-Operated Mechanisms For Wings (AREA)
  • Body Structure For Vehicles (AREA)

Claims (11)

  1. Suspension (102) pour une porte à battants (6) d'un véhicule, avec un dispositif de guidage longitudinal (11) le long duquel a lieu un mouvement, provoqué par un actionneur (3) de la suspension, de l'au moins une porte à battants (6), pour l'ouverture et la fermeture, l'actionneur (3) étant constitué
    a) du dispositif de guidage longitudinal (11) non déplacé pendant le mouvement de réglage de l'actionneur (3) par rapport à une direction d'actionnement x de l'actionneur (3) et d'un corps de séparation (24) non déplace par rapport à la direction d'actionnement x de l'actionneur (3), qui forme un piston de séparation au repos entre deux chambres de pression (14, 15) et
    b) d'un boîtier cylindrique (8) déplacé pendant le mouvement de réglage de l'actionneur (3) dans une direction d'actionnement x de l'actionneur, caractérisée par
    c) des dispositifs d'appui (39, 40), au niveau desquels les extrémités du dispositif de guidage longitudinal (11) sont maintenues et
    d) des dispositifs de guidage transversal (65)
    da) qui sont orientés transversalement par rapport au dispositif de guidage longitudinal (11) et
    db) le long desquels est guidé un mouvement de la porte à battants (6) vers le chambranle ou loin de celui-ci et
    dc) par rapport auxquels les dispositifs de soutien (39, 40) sont guidés de manière coulissante,
    e) le mouvement de la porte à battants (6) le long du dispositif de guidage longitudinal (11) est couplé par l'intermédiaire d'un mécanisme de transmission de la suspension avec le mouvement du dispositif de soutien (39; 40) le long du dispositif de guidage transversale (65).
  2. Suspension (102) selon la revendication 1, caractérisée en ce que le mouvement du dispositif de soutien (39, 40) le long du dispositif de guidage transversal (65) est couplé par l'intermédiaire d'un mécanisme de transmission avec la rotation d'une colonne rotative (96).
  3. Suspension (102) selon la revendication 2, caractérisée en ce que le mécanisme de transmission est constitué d'une tige de couplage (98) qui est articulée
    a) dans une zone d'extrémité avec le dispositif de soutien (39, 40) et
    b) dans une autre zone d'extrémité, avec un bras oscillant (97) relié de manière solidaire en rotation avec la colonne rotative (96).
  4. Suspension (102) selon l'une des revendications précédentes, caractérisée en ce qu'il existe un dispositif d'encliquetage ou de verrouillage (94) pour un encliquetage ou un verrouillage du mouvement de la porte à battants (6).
  5. Suspension (102) selon la revendication 4, caractérisée en ce que le dispositif d'encliquetage ou de verrouillage (94) agit entre le dispositif de soutien (39; 40) et le dispositif de guidage transversal (65).
  6. Suspension (102) selon l'une des revendications précédentes, caractérisée en ce que le mécanisme de transmission est constitué d'un mécanisme à levier basculant (81).
  7. Suspension (102) selon la revendication 6, caractérisée en ce que le mécanisme de transmission est constitué d'une tige de couplage (77), qui transmet, au moins dans une course partielle, un mouvement de la porte à battants (6) le long du dispositif de guidage longitudinal (11) vers le mécanisme à levier basculant (81).
  8. Suspension (102) selon la revendication 6 ou 7, caractérisée en ce que le mécanisme à levier basculant (81) forme l'angle de genouillère le plus proche de la position d'extension lorsque la porte à battants (6) est fermée et s'appuie contre le chambranle.
  9. Suspension (102) selon l'une des revendications précédentes, caractérisée en ce que le dispositif de guidage transversal (65) et le dispositif de guidage longitudinal (11) pivotent conjointement autour d'un axe vertical (z).
  10. Suspension (102) selon l'une des revendications précédentes, caractérisée en ce que deux dispositifs de guidage longitudinal (11), correspondant chacun à une porte à battants (6), sont maintenus sur deux dispositifs de soutien (39; 40), qui sont guidés chacun de manière coulissante sur un dispositif de guidage transversal (65), deux actionneurs (3a, 3b) étant présents, par l'intermédiaire desquels le mouvement d'une porte à battants (6) correspondante puisse être provoqué aussi bien le long du dispositif de guidage longitudinal (11) que le long du dispositif de guidage transversal (65).
  11. Suspension (102) selon la revendication 10, en lien avec la revendication 9, caractérisée en ce que, à partir d'une position de fermeture des portes à battants (6),
    a) lors de l'actionnement des deux actionneurs (3a, 3b), un mouvement d'ouverture des portes à battants (6) peut être provoqué, lors duquel aucun pivotement du dispositif de guidage transversal (65) et du dispositif de guidage longitudinal (11) autour de l'axe vertical (z) n'a lieu et
    b) lors de l'actionnement d'un seul actionneur (3a; 3b), un mouvement d'ouverture d'une seule porte à battants (6a; 6b) peut être provoqué, lors duquel pivotement du dispositif de guidage transversal (65) et du dispositif de guidage longitudinal (11) autour de l'axe vertical (z) a lieu.
EP13199409.7A 2013-01-02 2013-12-23 Suspension d'une porte d'un véhicule Active EP2752546B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013100003.7A DE102013100003A1 (de) 2013-01-02 2013-01-02 Aufhängung für eine Flügeltür eines Fahrzeugs

Publications (3)

Publication Number Publication Date
EP2752546A2 EP2752546A2 (fr) 2014-07-09
EP2752546A3 EP2752546A3 (fr) 2016-04-27
EP2752546B1 true EP2752546B1 (fr) 2018-01-31

Family

ID=49886747

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13199409.7A Active EP2752546B1 (fr) 2013-01-02 2013-12-23 Suspension d'une porte d'un véhicule

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EP (1) EP2752546B1 (fr)
DE (1) DE102013100003A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3064696B1 (fr) 2015-03-04 2019-04-17 Reinhold Schulte Entraînement de porte de véhicule pour un bus
PL3205801T3 (pl) 2016-02-12 2020-10-19 Iwn Gmbh & Co. Kg Urządzenie napędowe drzwi pojazdu
CN110254941A (zh) * 2019-06-26 2019-09-20 苏州卫鹏机电科技有限公司 一种旋转滑动式腔门机构及真空腔体
EP3862519B1 (fr) 2020-02-07 2022-09-07 Luigi Camellini Dispositif de sécurité pour portes de véhicules de transport public
CN113816239B (zh) * 2021-09-01 2023-02-24 中联重科建筑起重机械有限责任公司 用于升降机的层门及升降机

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GB596535A (en) * 1945-07-30 1948-01-06 Donald Ashmore Pearson Sliding door gear
DE2624934C2 (de) * 1976-06-03 1983-03-31 Messerschmitt-Bölkow-Blohm GmbH, 8000 München Automatisches Antriebs- und Führungssystem zum Betätigen einer Schiebetür
DE3630229A1 (de) * 1986-09-05 1988-03-17 Kiekert Gmbh Co Kg Schwenkschiebetuer fuer fahrzeuge
DE102006031477B4 (de) 2006-07-07 2008-04-17 Daimler Ag Drehantrieb für schwenkbare Türflügel, insbesondere für Fahrzeugtüren
DE102008011315B4 (de) 2008-02-27 2012-04-19 Daimler Ag Pneumatische Fahrzeugtürsteuerung
DE102008034994B3 (de) 2008-07-25 2009-11-12 Daimler Ag Drehantrieb für schwenkbare Türflügel
CH699870A1 (de) * 2008-11-06 2010-05-14 Fbt Fahrzeug Und Maschb Ag Antriebsvorrichtung für eine Schwenkschiebetüre und Schwenkschiebetüre.
DE102010002625B4 (de) 2010-03-05 2013-07-18 Reinhold Schulte Hydraulische Stelleinrichtung für einen Türflügel eines Omnibusses
DE102011001003B4 (de) 2011-03-01 2014-05-15 Reinhold Schulte Fahrzeugtür-Steuerkreis
DE102011052961B4 (de) 2011-08-24 2017-01-26 Reinhold Schulte Fluidischer Fahrzeugtür-Schwenkantrieb
DE102012103638B4 (de) 2012-04-25 2015-07-09 Reinhold Schulte Fluidischer Fahrzeugtür-Schwenkantrieb
DE102012107527B4 (de) 2012-08-16 2015-12-31 Reinhold Schulte Notbetätigungsventil

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Also Published As

Publication number Publication date
DE102013100003A1 (de) 2014-07-03
EP2752546A2 (fr) 2014-07-09
EP2752546A3 (fr) 2016-04-27

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