EP2829452B1 - Sliding door module/pivoting sliding door module for a railway vehicle with at least two guide runners/guide rails per door leaf - Google Patents

Description

The invention relates to a sliding door module / sliding door module for a rail vehicle, as described in the preamble of claim 1 and as is known from the prior art DE 715 057 C is known.

Sliding door modules / sliding sliding door modules of the type mentioned are basically known. In this case, usually a door or two leaves are slidably mounted, which are first issued to open in the case of a sliding door module with the help of a release mechanism and then moved or only be moved in the case of a sliding door module. For ease of operation, the door wings are usually stored with the help of Linearwälzführungen. These linear roller guides are mainly known from the construction of machine tools, in which the exact guidance of machine parts is essential. These are therefore designed as possible clearance and require a relatively rigid substructure to avoid distortion of the linear roller guideways and ensure a long life. The constructions used according to the prior art are therefore also designed to be relatively rigid, whereby shocks that act on the rail vehicle, virtually unmitigated transmitted to the sliding door module / sliding door module. This in turn reduces the life of the linear guide. In addition, the known solutions are relatively heavy and thus have a negative effect on the overall weight of the rail vehicle. Especially in urban traffic, in which the rail vehicles are accelerated and braked at short intervals, such a support structure degrades the energy efficiency of the rail vehicle.

An object of the invention is therefore to provide an improved sliding door module / sliding door module. In particular, the disadvantages described above should be avoided or their effects should be least mitigated. In addition, the main object of the invention is to ensure the ease of storage of guide carriages / guide carriage with Wälzkörperumlauf at a sliding door module / sliding door module even with relatively strong deflection of the carrier or the rail.

The object of the invention is achieved with a sliding door module / sliding door module, which has the features of the characterizing part of claim 1.

In this case, the linear roller guide on several guide carriages / guide carriage with Wälzkörperumlauf, wherein the guide carriages / guide carriages are mounted on the at least one rail. The guide lengths of the guide carriages / guide carriages are a maximum of half as long as the total guide length, ie the distance between the outermost contact points, which have the guide carriage / guide carriage carrying the door leaf with the profile rail. As a result, the storage of the guide carriages / guide carriage remains smooth even with relatively strong deflection of the carrier or the rail. In the case of linear roller guidance with rolling element circulation, the guide length and the overall guide length can be related to the outermost rolling elements that carry the door leaf. In addition, the guide carriages / guide carriages assigned to a door leaf are rigid, articulated or partially rigid, partially articulated with a cross member supporting the door leaf, respectively, with the door leaf. A rigid connection of the guide carriages / guide carriages to the cross member / door leaves results in a simple and robust construction of the sliding door module / sliding door module. If the guide carriages / guide carriages are articulated to the cross member / door wing, a deflection of the carrier can be even better compensated, since the guide carriages / guide carriages can better follow a local orientation of the carrier or the guide rail and the risk of clamping the linear guide is thereby reduced. If a partially rigid partially articulated connection of the guide carriages / guide carriages with the cross member / door leaf occurs, the load can be distributed in a targeted manner between the guide carriages / guide carriages. An articulated guide carriage / guide carriage can absorb virtually no torque about a horizontal axis transverse to its longitudinal axis, whereas a rigidly connected guide carriage / guide carriage can absorb such a torque.

In the proposed manner, this can be caused by the weight of the door leaf Torque due to the (especially spaced) guide carriages / guide slide are well transferred to the carrier, on the other hand, the linear guide but due to the relatively short guide length of the individual guide carriages / guide carriage but also less susceptible to tension. In the supporting structure of the sliding door module / sliding sliding door module therefore comparatively large deflections can be allowed. This makes it possible to perform this relatively easily and to improve the overall energy efficiency of the rail vehicle.

In particular, the mentioned, only one door associated guide carriages / guide carriage are mounted on only one rail. In principle, however, a door leaf can also be assigned a plurality of guide carriages / guide carriages which are mounted on different profile rails. These may also be spaced apart in the sliding direction of the door leaf.

Profile rails can have different shapes. For example, C-shaped or U-shaped profiled rails, T-shaped profiled rails, profiled rails with a circular-cylindrical cross-section or approximately profiled rails with a substantially rectangular cross section can be provided. The cross sections mentioned may also have indentations or bulges. By indentations as grooves are formed, in which rolling elements can be performed.

Linear roller guides offer good ease of movement with little or no clearance, but they are very susceptible to overloading, especially shocks due to the high surface pressures between rolling elements and rail. Due to the soft design of the carrier but such shocks are very well damped, whereby the advantage of the invention when using linear roller guideways particularly stands out. Linear roller guides can be designed, for example, with balls or rollers as rolling elements. The rolling elements form the link between the profile rail and guide carriage in a contact area. The rolling elements not currently in contact with the rail are directed via a return area (e.g., return duct) from the end of the contact area to the beginning thereof or vice versa. The rolling elements thus move in a closed path. As a rule, this orbit is arranged essentially in one plane, the "orbital plane". In this case, an oval-shaped path may be provided, or there are successively provided a plurality of oval-shaped or circular tracks, which are arranged in the same plane and form a contact area in their entirety. In addition, multiple tracks may also be in different but parallel planes. Finally, the tracks can also cross each other. For example, an orbit may leave the orbital plane in the reverse region to allow for intersection with another orbit. Optionally, the rolling elements can also be arranged in a rolling element cage.

It should be noted at this point that the features of the invention are particularly suitable for use in a sliding-type sliding door or in a swivel-sliding module. Nevertheless, the invention can also be used for a sliding door or a sliding door module in which or a pivot mechanism is missing. Further advantageous embodiments and modifications of the invention will become apparent from the dependent claims and from the description in conjunction with the figures.

It is particularly advantageous if the guide carriages / guide carriages are aligned on the unloaded cross member according to a course of the longitudinal member in the loaded operating state. In the unloaded state of the longitudinal member, the two guide carriages thus braced against each other, but this is not harmful, because they are not or only slightly shifted on the rail in this state. If the door is mounted and the carrier is thus in the loaded operating condition, but there is virtually no tension of the guide car more. An articulated mounting of the guide carriages can therefore be omitted. The cross member can be assumed to be rigid, or it can also be considered its deformation under load. Generally results thus a largely tension-free guidance of the guide carriages / guide carriages on the profile rail. Thus, the durability of the guide system can be significantly increased.

It is also advantageous if an associated with the door and this close lying carriage / guide carriage articulated and associated with the door of this lying further away carriage / guide carriage are rigidly connected to the cross member respectively the door leaf. In particular, in this context, it is advantageous if at least the closest lying guide carriage / guide carriage assigned to the door leaf is articulated and at least the most remote guide carriage / guide slide assigned to the door leaf is rigidly connected to the cross member or the door leaf. In an arrangement in which the door is seen in the longitudinal direction of the carrier / sliding direction cantilevered mounted on the cross member of the door wing associated closest guide carriage / carriage without further measures usually has a much higher load to carry than the furthest from the door distant carriages / guide carriages. It is advantageous, at least, to connect the guide carriage / guide carriage, which is closest to the door leaf, to the cross member so that it receives virtually no torques transversely to its longitudinal axis. In turn, the furthest guide carriage / guide slide is rigidly connected to the cross member so that it can absorb such torque. In this way, the total load can be well divided among the individual guide carriages / guide carriages. If more than two guide carriages / guide carriages are assigned to one door leaf, then several guide carriages / guide carriages can be articulated or rigidly connected to the cross member / door leaf.

It is also particularly advantageous in the above context if an articulated connection is lowered relative to a rigid connection with respect to the course of the longitudinal member, in particular if the lowering is related to the course of the longitudinal member in the loaded operating state. In this variant of the sliding door module / swivel sliding door module, the furthest guide carriage / guide carriage is specifically forced to have a torque about its transverse axis, in which an articulated guide carriage / guide carriage is lowered relative to the path of the longitudinal member. The crossbeam then tilts under load then forced at the location of the articulated guide carriage / guide carriage something down, or is deformed accordingly by the load, whereby the rigidly mounted guide carriage / guide carriage is loaded with a torque. The more strongly the articulated guide carriage / guide carriage is lowered, the stronger the rigidly mounted guide carriage / guide carriage is loaded. In a particularly advantageous variant of the sliding door module / sliding sliding door module, said lowering is related to the course of the longitudinal member in the loaded operating state, that is to say to a state in which the door leaf or wings are mounted. Due to the resulting deflection of the longitudinal member, the lowering of the articulated guide carriage / guide carriage may be slightly stronger before the rigidly mounted guide carriage / guide carriage a significant torque is impressed transversely to its longitudinal axis. In this model, the side member for the provision of said reduction is indeed charged as and therefore deformed, but assumed the cross member as unloaded. In a real load of course, the cross member is loaded and deformed until the pivot bearing comes to rest.

It is furthermore particularly advantageous if the guide carriages / guide carriages assigned to a door leaf are arranged along an arc or are rotated relative to one another about an axis horizontal and transverse to the longitudinal extent of the longitudinal member, with the end of the guide carriage / guide carriage facing away from the door leaf being opposite the door end a guide carriage / guide carriage closer to the door leaf is lowered in relation to a profile of the longitudinal member. In other words, the guide carriages / guide carriages are rotated more strongly against one another than would be necessary for a tension-free guidance on the (bent) side member. In this way, the cross member is bent and biased after assembly of the system on the longitudinal member upwards, whereby the two guide carriage / carriage are pulled upwards. As a result, the load is reduced by the weight of the door leaf on the guide van closer to the door. Thus, the load between the guide carriages / guide carriage can be distributed. The said bias can be related to both the unloaded and the loaded side member. Furthermore, a deformation of the cross member through the door can be considered or disregarded.

Moreover, it is particularly advantageous if the guide carriages / guide carriages assigned to a door leaf are arranged along a spiral or helix or are rotated relative to one another about an horizontal axis parallel to the longitudinal extent of the longitudinal member, wherein the end of the door leaf facing one of the door leaves is further away Guide carriage / guide carriage is lowered relative to a guide carriage / guide carriage closer to the door leaf with respect to a course of the longitudinal member. In other words, the guide carriages / guide carriages are in turn more strongly rotated relative to one another than would be necessary for a tension-free guidance on the (twisted) longitudinal member, but now with respect to an axis running parallel to the longitudinal extension of the longitudinal member. As a result, the cross member is biased after assembly of the system on the side rail, in such a way that it rotates the two guide carriage / guide carriage against the later rotation of the longitudinal member. As a result, the load is reduced by the weight of the door leaf on the guide van closer to the door again. Thus, the load between the guide carriages / guide carriage can be distributed. The said bias can in turn be related to both the unloaded and the loaded side member. Furthermore, a deformation of the cross member can be considered or disregarded.

It is also advantageous if the guide carriages / guide carriages assigned to a door are of different lengths and a guide carriage / guide carriage closer to the door leaf is longer than a guide carriage / guide carriage which is further away from the door leaf. As already mentioned above, has the door associated with the next closest carriages / guide carriage in an arrangement in which the door is seen in the longitudinal direction of the carrier / sliding direction cantilevered attached to the cross member, usually a much higher load than that of Door leaves furthest away carriages / guide carriages. It is now advantageous if a guide carriage / guide carriage closer to the door leaf is longer than a guide carriage / guide carriage which is further away from the door leaf, so that the overall load is well divided between the individual guide carriages / guide carriages. In particular, a length-related load of the guide carriage / guide carriage closer to the door leaf and of the guide carriage / guide carriage which is further away from the door leaf can be the same or approximately the same. In other words, this means that the guide length per carrier section near the door is higher than further away from this. In other words, in that half of the total guide length, which is closer to the door leaf, there is more supporting surface than in the more distant half.

It is furthermore advantageous if the sliding door module / sliding sliding door module has at least three guide carriages / guide carriages assigned to a door leaf and the average distance of the guide carriages / guide carriages to the door leaf is smaller than the mean distance of the outermost guide carriages / guide carriages to the door leaf. Similar to the example mentioned above, in this way the total load is well divided between the individual guide carriages / guide carriages. Also in this case, the guide length per support portion near the door leaf is higher than farther away from it. In other words, this in turn means that in that half of the total guide length, which is closer to the door leaf, more bearing surface is present than in the more distant half. Advantageously, equally long guide carriages / guide carriages are used in this variant.

• ein dem Türflügel näher liegender Führungswägen/Führungsschlitten gelenkig mit dem Querträger verbunden ist, wohingegen ein vom Türflügel weiter entfernt liegender Führungswägen/Führungsschlitten starr mit dem Querträger verbunden ist,
• ein dem Türflügel näher liegender Führungswägen/Führungsschlitten länger ist als ein vom Türflügel weiter entfernt liegender Führungswägen/Führungsschlitten und
• in einem dem Türflügel näher liegenden Abschnitt mehr Führungswägen/Führungsschlitten angeordnet sind als in einem vom Türflügel weiter entfernt liegenden Abschnitt

können einzeln oder in beliebiger Kombination angewandt werden. Besonders vorteilhaft ist es, wenn alle drei Maßnahmen kombiniert werden.The measures mentioned, according to which

• a guide carriage / guide carriage which is closer to the door leaf is pivotably connected to the cross member, whereas a guide carriage / guide carriage, which is farther from the door wing, is rigidly connected to the cross member,
• a guide carriage / guide carriage which is closer to the door leaf is longer than a guide carriage / guide carriage and further away from the door leaf
• more guide carriages / guide carriages are arranged in a section closer to the door leaf than in a section further away from the door leaf

can be used individually or in any combination. It is particularly advantageous if all three measures are combined.

Millimeter pro Kilogramm Türflügelgewicht beträgt.It is also advantageous if the maximum static deflection of the carrier with respect to its storage points at (slightly) opened door in the range of a clear door width LW of 800 mm to 2300 mm at least $$y$$$$1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{800}\right)}-1\right)$$

Millimeters per kilogram door weight is.

Compared with sliding door modules known from the prior art / sliding sliding door modules, such a sliding door module / sliding sliding door module has a comparatively high degree of deformation. The support of the sliding door module / sliding door module is so targeted "soft" designed so that it acts essentially like a leaf spring and in this way the transmission of impacts acting on the rail vehicle bumps on the sliding door module / sliding door module is mitigated. Due to the fact that impacts no longer act on the linear guide, this has an increased service life. The reduced weight of the carrier not only improves the energy efficiency of the rail vehicle, but also shifts the resonant frequency of the sliding door module / sliding door module toward higher frequencies, which can not or only to a limited extent excite vibrations of appreciable amplitude.

The maximum static deflection is measured when the rail vehicle is stationary and occurs at a certain position of the carrier at a specific position of the door leaf or the door leaf. In general, the strongest deflection of the carrier occurs in a double-leaf sliding door in the middle of the carrier at slightly (a crack) open doors and a single-leaf sliding door in the middle of the carrier with half open sliding door and can exactly, for example in a computer simulation or be determined in an attempt.

The "clear door width" refers to the width of the passage when the sliding door is fully open and is measured between the door frame, the door frame and a door leaf or between the two door leaves, depending on how far the door leaf (s) are opened.

$$y{1}_{\mathit{abs}}=\mathrm{0,007}\cdot \left(e^{\left(\frac{1600}{800}\right)}-1\right)\cdot 65=\mathrm{2,91}\mathit{mm}$$

Weiterhin ist es günstig, wenn die maximale statische Durchbiegung des Trägers bezogen auf dessen Lagerpunkte bei geöffnetem Türflügel im Bereich einer lichten Türweite LW von 800 mm bis 2300 mm zumindest $$y1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{900}\right)}-1\right)$$

oder $$y1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{1000}\right)}-1\right)$$

Millimeter pro Kilogramm Türflügelgewicht beträgt.The deflection is given based on the weight of the door leaf or the door leaf. In order to get the absolute deflection, the given value is in each case with the Total weight of the door to multiply. If, for example, the weight of a door leaf is 32.5 kg and if it is a double-leaf sliding door with a clear width of 1600 mm, this results in a maximum absolute static deflection of the support of at least $$\mathrm{<figure-callout\; id="1"\; label="y"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">y</figure-callout>}{1}_{\mathit{Section}}=\mathrm{<figure-callout\; id="1"\; label="y"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">y</figure-callout>}1\cdot m_{\mathit{TF}}=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{800}\right)}-1\right)\cdot {\mathrm{<figure-callout\; id="1"\; label="m\; TF\; y"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">m\; </figure-callout>}}_{\mathit{TF}}$$

$$y$$$$1_{\mathit{Section}}=\mathrm{0,007}\cdot \left(e^{\left(\frac{1600}{800}\right)}-1\right)\cdot 65=2.91\mathit{mm}$$

Furthermore, it is advantageous if the maximum static deflection of the carrier with respect to its bearing points with the door open in the range of a clear door width LW of 800 mm to 2300 mm at least $$y$$$$1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{900}\right)}-1\right)$$

or $$\mathrm{<figure-callout\; id="1"\; label="y"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">y</figure-callout>}1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{1000}\right)}-1\right)$$

Millimeters per kilogram door weight is.

It is also advantageous if the maximum static deflection of the carrier between the outermost points of contact of the door carrying the carriage guide carriage / guide carriage with the rail (ie on the total guide length) with the door open additionally or alternatively at least 0.0075 mm, but especially 0.015 mm, 0.030 mm or even 0.075 mm per kg of door leaf weight. If the linear guide is a linear roller guide, then the maximum static deflection of the carrier can also be related to the contact points of the outermost rolling elements bearing the door leaf with the profile rail. Again, the absolute deflection can be obtained by multiplying the specified value by the total weight of the leaves.

It is favorable if the carrier is mounted essentially at its end points in relation to its longitudinal extent. In this way, a comparatively good damping effect of impacts acting on the rail vehicle can be achieved. In addition, in this arrangement usually results in a favorable installation situation.

But it is also particularly advantageous when the carrier is mounted relative to its longitudinal extent substantially at the Bessel points. As a result, the weight of the carrier can be reduced with the same damping effect. The Bessel points are advantageous positions of the supports of a loaded beam and are about 22% of the length of the beam. However, their specific position depends on the design of the carrier and the components mounted thereon and on the weight distribution.

It is also particularly favorable if one of the bearing points of the carrier is designed as a fixed bearing and the other bearing point or the other bearing points as a movable bearing is / are. In this way, for example, a temperature-induced change in length of the wearer or a change in the distance between the end points of the support in deflection of the same can be compensated.

It is advantageous if the carrier in cross section on both sides of the rail is higher than in the region of the rail. In particular, the carrier has in cross-section on its top and bottom laterally from the rail to an increase. In particular, the carrier may also have a substantially H-shaped or X-shaped or T-shaped cross-section. As a result, on the one hand increases the vertical, on the other hand, the horizontal flexural rigidity of the wearer with the same weight or its weight can be reduced with the same flexural rigidity. The carrier can thus be made overall relatively thin-walled, whereby the total weight of the sliding door module / sliding door module is further reduced and thus the performance of the rail vehicle can be improved. In addition to the improvement of the sliding door module / sliding door module with respect to vertical forces and an increase in the bending stiffness in the horizontal direction or an increase in the torsional stiffness is caused about the longitudinal axis of the carrier.

It is also favorable if the carrier has a cavity in the region of the neutral bending fiber, that is, the neutral fiber is arranged in said cavity. As a result, the carrier has a relatively low weight with good stability.

It when the guide system comprises two linear guides, wherein a first rail on the top of the carrier and a second rail are mounted on the underside of the carrier is particularly advantageous. In this way, a single carrier can be used for holding a double-wing sliding door. A sliding door module / sliding door module accordingly comprises a first pivot sliding door fixed to the lower linear guide and a second pivot sliding door attached to the upper linear guide. The height of the guide system is particularly low in this arrangement. In particular, it is also advantageous if the carrier is constructed symmetrically with respect to its horizontal axis, since then no special mounting direction is observed.

It is advantageous if the profile rail has a substantially C-shaped or U-shaped cross-section and the guide carriage / guide carriage is mounted between the opposite end legs of the C-shaped or U-shaped cross section. Such a linear roller guide is hardly susceptible to tension, whereby this has a comparatively long life when used in the proposed sliding door module / sliding door module.

It is also particularly advantageous in the above context, when the rolling elements are arranged in a single row between an end leg of the rail and the carriage / guide carriage. As a result, the linear guide is particularly tolerant to deformations of the guide system and thus particularly well suited for use in rail vehicles. For the reasons mentioned, the linear guide is also very durable.

It is particularly advantageous if a drive for the door leaf is dimensioned such that the deflection of the support when closing the door leaf is reduced. A due to the deflection of the carrier outwardly hanging door is moved when closing against the door frame or other sliding door and erected upon further action of sufficiently strong drive. By the touch point of the door with the door frame or another door leaf and the driving force acting on it so affects a torque on this. As a result, however, the carrier is pushed in the middle of the top, so that the deflection is reduced. This tension not only reduces the deflection of the carrier but also alters the vibration behavior of the sliding door module / sliding sliding door module, that is to say displaces it in the direction of higher resonance frequencies. It can therefore be said that the vibration behavior of the sliding door module / sliding door module can be controlled via the drive for the door leaves. As drive all types of rotary motors or linear motors in question, for example, electric, pneumatic and hydraulic drives. Specifically, the support structure for a door can be moved, for example by means of a spindle or a cable along the carrier.

Finally, it is also favorable if the door leaf is rotatably mounted about an axis running in the longitudinal direction of the carrier. As a result, on the one hand tolerances can be compensated, on the other hand, such a sliding door module / sliding door module can also be well installed in rail vehicles whose side walls are inclined. The rotation can be made possible, for example. that the door is fixed by means of a rotatably mounted bolt on the cross member. But it is also conceivable that the door is fixedly connected to the cross member, but this is rotatably mounted to the rail.

Fig. 1

ein beispielhaftes und stark vereinfachtes und mit übertriebener Verformung dargestelltes Schiebetürmodul/Schwenkschiebetürmodul eines Schienenfahrzeugs;

Fig. 2

den Träger und die Führungswägen des Schiebetürmoduls/Schwenkschiebetürmoduls isoliert dargestellt;

Fig. 3

einen Träger des Schiebetürmoduls/Schwenkschiebetürmoduls mit zwei verschieden langen Führungswägen;

Fig. 4

einen Träger des Schiebetürmoduls/Schwenkschiebetürmoduls mit drei gleich langen, jedoch ungleich aufgeteilten Führungswägen

Fig. 5

wie Fig. 1, nur mit geschlossenen Türflügeln und dadurch verringerter Verformung des Schiebetürmoduls/Schwenkschiebetürmoduls;

Fig. 6

ein Schiebetürmodul/Schwenkschiebetürmodul, bei dem ein zwei Führungswägen verbindender Querträger gelenkig mit diesen verbunden ist;

Fig. 7

ein Schiebetürmodul/Schwenkschiebetürmodul bei dem die Führungswägen auf dem unbelasteten Querträger gemäß einem Verlauf des Längsträgers im belasteten Betriebszustand ausgerichtet sind;

Fig. 8

wie Fig. 5 oder 6, jedoch mit einem fix und einem gelenkig mit dem Querträger verbundenen Führungswagen;

Fig. 9

wie Fig. 8, jedoch ohne Türflügel und mit einer gegenüber einer starren Verbindung abgesenkten gelenkigen Verbindung zwischen Querträger und Führungswagen;

Fig. 10

ähnlich wie Fig. 7, allerdings mit Führungswägen, die in Bezug auf den Verlauf des Längsträgers um eine Horizontalachse quer zum Längsträger gegeneinander verdreht sind;

Fig. 11

ähnlich wie Fig. 9, allerdings ebenfalls mit gegeneinander verdrehten Führungswägen;

Fig. 12

ein beispielhaftes Schiebetürmodul/Schwenkschiebetürmodul mit eingezeichneten Schnittebenen;

Fig. 13

einen Querschnitt durch das Schiebetürmodul/Schwenkschiebetürmodul aus Fig. 12 auf Höhe des vorderen (rechten) Führungswagens;

Fig. 14

einen Querschnitt durch das Schiebetürmodul/Schwenkschiebetürmodul aus Fig. 13 auf Höhe des hinteren (linken) Führungswagens;

Fig. 15

ähnlich wie Fig. 13, jedoch ohne Tür und Längsträger;

Fig. 16

ähnlich wie Fig. 14, jedoch ohne Längsträger und mit einem hinteren Führungswagen, der um eine entlang des Längsträgers ausgerichtete Achse gegenüber dem vorderen Führungswagen verdreht ist;

Fig. 17

ein beispielhaftes und schematisch dargestelltes Führungssystem für ein Schiebetürmodul/Schwenkschiebetürmodul in Schrägansicht;

Fig. 18

das Führungssystem aus Fig. 17 im Querschnitt;

Fig. 19

das Führungssystem aus Fig. 17 im Längsschnitt;

Fig. 20

wie Fig. 19, nur mit einem elastischen Element zwischen Konsole und Gegenhalter;

Fig. 21

ein Gelenk mit allgemein zylindrischen Wälzflächen mit aufeinander quer stehenden Achsen;

Fig. 22

ein Gelenk mit mehrdimensional gewölbten Wälzflächen und

Fig. 23

ein Führungssystem mit vertikal angeordnetem Führungswagen.

For a better understanding of the invention, this will be explained in more detail with reference to the following figures. Show it

Fig. 1

an exemplary and greatly simplified and with exaggerated deformation sliding door module / sliding door module of a rail vehicle;

Fig. 2

the carrier and the guide carriages of the sliding door module / sliding door module shown isolated;

Fig. 3

a support of the sliding door module / sliding sliding door module with two different length guide carriages;

Fig. 4

a support of the sliding door module / sliding door module with three equally long, but unevenly divided guide carriages

Fig. 5

as Fig. 1 , only with closed door leaves and thus reduced deformation of the sliding door module / sliding door module;

Fig. 6

a sliding door module / sliding door module in which a cross member connecting two guide carriages is pivotally connected thereto;

Fig. 7

a sliding door module / sliding door module in which the guide carriages are aligned on the unloaded cross member according to a course of the longitudinal member in the loaded operating condition;

Fig. 8

as Fig. 5 or 6 , but with a fixed carriage and a hinged to the cross member carriage;

Fig. 9

as Fig. 8 but without door leaf and with a relative to a rigid connection lowered articulated connection between the cross member and carriage;

Fig. 10

similar to Fig. 7 , however, with guide carriages, which are rotated relative to the course of the longitudinal member about a horizontal axis transverse to the longitudinal member against each other;

Fig. 11

similar to Fig. 9 , but also with mutually twisted guide carriages;

Fig. 12

an exemplary sliding door module / sliding door module with marked cutting planes;

Fig. 13

a cross section through the sliding door module / sliding door module Fig. 12 at the level of the front (right) guide carriage;

Fig. 14

a cross section through the sliding door module / sliding door module Fig. 13 at the level of the rear (left) guide carriage;

Fig. 15

similar to Fig. 13 , but without door and side member;

Fig. 16

similar to Fig. 14 but without longitudinal members and with a rear carriage, which is rotated about an axis aligned along the longitudinal member relative to the front carriage;

Fig. 17

an exemplary and schematically illustrated guide system for a sliding door module / sliding door module in an oblique view;

Fig. 18

the leadership system Fig. 17 in cross-section;

Fig. 19

the leadership system Fig. 17 in longitudinal section;

Fig. 20

as Fig. 19 , only with an elastic element between console and counterholder;

Fig. 21

a joint with generally cylindrical Wälzflächen with successive transverse axes;

Fig. 22

a joint with multidimensionally curved rolling surfaces and

Fig. 23

a guide system with vertically arranged carriage.

By way of introduction, it should be noted that in the differently described embodiments, the same parts are provided with the same reference numerals or the same component names, wherein the disclosures contained in the entire description can be mutatis mutandis to the same parts with the same reference numerals or component names. Also, the position information selected in the description, such as top, bottom, side, etc. related to the immediately described and illustrated figure and are to be transferred to a new position analogous to the new situation. You can also continue Represent individual features or combinations of features from the illustrated and described different embodiments of their own, inventive or inventive solutions.

All statements on ranges of values in the description of the present invention should be understood to include any and all sub-ranges thereof, e.g. is the statement 1 to 10 to be understood that all sub-areas, starting from the lower limit 1 and the upper limit 10 are included, ie. all subregions begin with a lower limit of 1 or greater and end at an upper limit of 10 or less, e.g. 1 to 1.7, or 3.2 to 8.1 or 5.5 to 10.

For better orientation, an x-y-z coordinate system is also shown in the figures.

Fig. 1 shows sliding door module / sliding door module 1 for a rail vehicle in a highly simplified representation. The sliding door module / sliding sliding door module 1 comprises two door leaves 2 and a longitudinal direction in the sliding direction of the door 2 longitudinally oriented support 3, which is mounted in the case of a sliding door module transversely to its longitudinal extent displaceable in the horizontal direction or fixed in the case of a sliding door module. In addition, the sliding door module / sliding door module 1 comprises a linear guide, which is embodied in this example concretely as a linear roller guide. The linear roller guide comprises a profiled rail and two guide carriages 4, wherein the profiled rail is fastened on the support 3 or is enclosed by it in the form of a profile area. In the Fig. 1 the profile rail is not explicitly shown for the sake of clarity (for details, see the Figures 17 and 18 ). For the following considerations, therefore, it may be construed as being encompassed by the carrier 3.

In the example shown, one door leaf 2 is assigned to two guide carriages 4 each. These are connected via a cross member 5 rigidly together. The door 2 is fastened via a bracket 6 on the cross member 6. In the in Fig. 1 example shown, a first rail mounted on the top of the support 3, which is associated with the right door 2. A second, mounted on the underside of the carrier 3 rail is associated with the left door 2.

The carrier 3 is stored in the concrete example, based on its longitudinal extent substantially at its end points. Here, the left bearing point of the carrier 3 is designed as a fixed bearing 7 and the right bearing point as a floating bearing 8. With the two bearings 7 and 8 of the carrier 3 in a rail vehicle (not shown) is mounted.

Like in the Fig. 1 is shown (exaggerated), the carrier 3 bends down due to the weight of the sliding door module / sliding door module 1, whereby the two door leaves 2 tilt outward. The maximum static deflection y1 of the carrier 3 with the door leaf 2 open relative to its bearing points 7, 8 is advantageously at least in the range of a clear door width LW of 800 mm to 2300 mm $$y$$$$1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{800}\right)}-1\right)$$

Millimeters per kilogram door weight. Since the carrier 3 is mounted at its ends to the bearings 7 and 8, the maximum static deflection y1 occurs in the center of the carrier 3, in particular when the door is opened a gap wide. Depending on the mounting of the carrier 3, the maximum static deflection y1 but also occur at a different location of the carrier 3. The absolute deflection can be obtained by inserting the clear width in the formula and multiplying the specified value by the total weight of the leaves.

Additionally or alternatively, the maximum deflection y2 of the carrier 3 between the points of contact of the outermost, a door 2 bearing rolling elements with the rail with the sliding door open at least 0.0075 mm, in particular at least 0.015 mm, 0.030 mm or 0.075 mm per kg door weight. Absolute deflection can be obtained by multiplying the specified value by the total weight of the leaves.

Fig. 2 shows a further simplified representation. In this case, only the guide carriages 4 of the right door leaf 2 are shown on the support 3, respectively the rail. The guide carriages 4 are mounted on the rail by means of rotating rolling elements 9. By the door 2, the moment M is impressed in the support structure, whereby the left lower ball of the left linear guide 4 and the right upper ball of the right linear guide 4 are relatively heavily loaded. These two balls 9 are each shown black and form with the rail the outermost points of contact 10 and 11. By these two points 10 and 11, the total guide length g is defined, on which the deflection y2 is measured. The two linear guides 4 each have the guide length f. From the Fig. 2 also shows that the guide lengths f of the guide carriages 4 in total (here 2f) are smaller than the distance of the mentioned contact points 10 and 11, that is smaller than the total guide length g. In this way, a distortion of the linear guide is prevented. Attention is on the Fig. 2 in that the deflection y2 coincides purely coincidentally with half the height of the carrier 3. This is of course not a mandatory condition and the deflection y2 can also be smaller or larger than half the height of the carrier. 3

In reality, not only deflections in the vertical but also in the horizontal direction occur on the carrier 3. This is because 2 pressure fluctuations act on the door and so can bend the carrier 3 in the horizontal direction. It comes thus also to a bending moment normal on the in Fig. 2 represented moment M and thus to a superposition of moments. However, the specified values for the deflection refer to a stationary vehicle without the influence of pressure fluctuations, so that the relevant moment M is caused (only) by the weight force.

Compared to known from the prior art sliding door modules / sliding sliding door modules that has in the Figures 1 and 2 shown sliding door module / sliding door module 1 a comparatively strong static deflection. The carrier 3 is thus targeted "soft" designed so that it acts essentially as a leaf spring and in this way the transmission of impacts acting on the rail vehicle bumps on the sliding door module / sliding door module 1 is mitigated. Due to the reduced weight of the carrier 3, the resonant frequency of the sliding door module / sliding sliding door module 1 is shifted in the direction of higher frequencies, whereby oscillations of appreciable amplitude can not or only to a small extent be excited.

In order to further reduce the weight of the carrier 3 with the same deflection y1, y2, it may also be provided that the bearing points are displaced slightly inwards. In the Fig. 2 For this purpose, the alternative bearing points 12 and 13 offset by the length a are shown. Preferably, the bearing points 12 and 13 are placed at the Bessel points for which a is 0.22. It is advantageous in this arrangement, not only the reduced weight, but also the reduced free swing length of the carrier 3, since at the bearing points 7, 8, 12 and 13 inevitably vibration nodes are present. The resonance oscillation of the sliding door module / sliding sliding door module is thus further shifted in the direction of higher frequencies (and possibly also smaller amplitudes).

In the Fig. 2 run the two guide carriages 4 only on a rail. It would also be conceivable that these are guided on two spaced-apart profile rails. Nevertheless, even with such an arrangement, the total guide length g may be provided, that is, the two guide carriages 4 may be spaced apart in the sliding direction. If the rails are behind each other, then the Fig. 2 can be understood directly as a projection of such an arrangement in the leaf level or front view (the rear carriage 4 would then be represented by the forward-lying rail as obscured).

Fig. 3 shows an alternative embodiment in which two different length guide carriages 4 are provided. Specifically, the right (ie, the door 2 closer) guide carriage 4 is longer than the left (ie the door 2 remote lying) carriage 4. This can avoid that the more heavily loaded right guide carriage 4 wears earlier and replaced or repaired must be achieved as the left guide carriage 4. With appropriate design can be achieved that the two guide carriages 4 wear almost the same and can be replaced together. For a very similar reason more than two carriages 4 may be provided, which are divided unequally along the carrier 3 and cross member 5.

Fig. 4 shows an example with three equally long guide carriages 4 whose average distance from the door 2 is smaller than the average distance between the two outer guide carriages 4 to the door 2. Similar to the example mentioned above, in this way the total load on the individual guide carriages 4 divided. Also in this case is the guide length f per carrier portion near the door leaf 2 higher than farther away from this. In other words, this in turn means that in that half of the total guide length g, which is closer to the door leaf 2, more bearing surface is present (or balls 9 are present) than in the more distant half. Advantageously be used in this variant as shown equal length guide carriages 4. However, this is not a mandatory condition. The guide carriages 4 can as in the Fig. 3 also be different in length.

In general, bracing the linear guide can be avoided if tolerant guidance systems are used. For example, single-row guide systems (ie with a row of balls) with C- or U-shaped rail (see also the Figures 17 and 18 ) are generally relatively resistant to tension and can therefore be used well for a sliding door module / sliding door module 1.

Quite generally, a plurality of (in particular two) guide carriages 4 may be provided, which contact one another, as shown by way of example in FIG Fig. 4 Advantageously, the guide carriages 4 tilt against each other and so follow a deflection of the carrier 3 well. Nevertheless, these arrangements remain compact in outer dimensions.

In an advantageous variant of the sliding door module / sliding door module 1, a drive for the door leaf 2 is dimensioned such that the deflection y1, y2 of the support 3 is reduced when the door leaf 2 is closed. Fig. 5 shows the arrangement Fig. 1 with closed doors. The hanging outward door 2 are thereby on the said drive (not shown) moved toward each other until touching each other in the lower area. If the drive dimensioned sufficiently strong, so a further movement leads to an erection of the door 2, as this acts because of acting in the region of the support 3 driving force and their Berührpunkts in the lower region, a torque on them. As a result, however, the carrier 3 is also pushed upwards in the middle, so that the deflection y1, y2 is reduced. Finally, thus also the vibration behavior of the sliding door module / sliding door module 1 is improved, that is shifted in the direction of higher resonance frequencies. The fact also plays a role that the door 2 are pressed together due to the leverage with a high force to each other and in terms of the vibration behavior as a single door 2 with double mass and accordingly lower resonance frequency act. In a single-leaf sliding door of the door 1 is pressed to the more or less rigid car wall, whereby vibrations can also be stimulated only to a reduced extent.

It can therefore be said that the vibration behavior of the sliding door module / sliding door module 1 can be controlled via the drive. As drive all types of rotary motors or linear motors in question, for example, electric, pneumatic and hydraulic drives. Specifically, the support structure 4, 5, 6 for a door 2, for example, by means of a spindle, a cable or a rack and pinion drive along the support 3 are moved.

Fig. 6 Now shows a further exemplary embodiment of a sliding door module / sliding door module 1, in which the guide carriages 4 are pivotally connected to the cross member 5 and the door leaf 2, respectively. Symbolic in the Fig. 6 For this purpose, pivot bearing 14 is shown on both guide carriages 4. In addition, the shows Fig. 6 that not necessarily a fixed bearing and a floating bearing for the storage of the carrier 3 must be provided. Instead, two fixed bearings can be provided at the bearing points 7 and 8. Finally, the shows Fig. 6 Also that a sliding door module / sliding door module 1 must not necessarily be made double-leaf, but may include only one door 2.

Due to the two pivot bearings 14, the two guide carriages 4 can follow well the course of the carrier 3, respectively, of the profiled rail mounted thereon. It would also be conceivable, however, to mount the guide carriages 4 on the unloaded cross member 5 in such a way that they are aligned in the loaded operating state according to a course of the longitudinal member 3. The Fig. 7 shows an example in which this principle is clarified. The cross member 5 is in the in Fig. 7 state shown unloaded, which is also symbolically expressed by the fact that no door 2 is mounted on this. In addition, the course of the longitudinal member 3 in the loaded operating state (ie, when, in particular, a door leaf 2 is mounted) is also shown in the form of a dash-dotted curved line or bending line. The guide carriages 4 are now mounted so rotated against each other on the cross member 5, that they are aligned along said arc line. In the unloaded state of the carrier 3, the two guide carriages 4 brace against each other, but what not is detrimental because they are not or only slightly shifted on the rail in this state. If the door leaf 2 is mounted and the carrier 3 thus changes over into the loaded operating state, then practically no tensioning of the guide carriages 4 is present. The use of pivot bearings 14 can therefore be omitted.

In the Fig. 7 only two guide carriages 4 are shown. Of course, the principle presented but also on more than two guide carriages 4 expandable, which are then aligned accordingly on the said arc line. In addition, it is noted that the cross member 5 also deforms under load and bends slightly upwards, whereby the effective rotation of the guide carriages 4 is somewhat reduced. Accordingly, the rotation of the guide carriages 4 on the unloaded cross member 5 opposite Fig. 7 slightly stronger or the bow is a bit steeper.

In general, the rotation of the guide carriages 4 can be effected, for example, by inserting wedges between the cross member 5 and the guide carriages, or by obliquely milled or ground off the corresponding mounting surfaces.

In the Fig. 7 For example, reference has been made to an arcuate bendline. It would also be conceivable, of course, for the carrier 3 to be deformed in another way and, for example, to show an S-shaped bending line. This case occurs, for example, when the bearing points of the carrier 3 are engaged opposite to its ends, as in the Fig. 2 for the bearing points 12 and 13 is shown. Consequently, a differently shaped bending line can generally serve as the basis for the measures according to the invention.

Fig. 8 now shows a variant of a sliding door module / sliding door module 1, in which the door leaf 2 closer carriages 4 (here the right) articulated and the door 2 further away carriage 4 (here the left) are rigidly connected to the cross member 5 , In this way, the right guide carriage 4 takes virtually no torques about a horizontal axis of rotation transversely to its longitudinal axis (that is to say about an axis of rotation normal to the plane of the page or the y-axis). In contrast, the left guide carriage 4 can absorb such a torque. In this way, the total load can be divided well on the individual guide carriages 4.

In the Fig. 6 is the right carriage 4 due to the cantilevered suspension of the door leaf 2 much more heavily loaded than the left guide carriage 4. By in the Fig. 8 However, shown arrangement can now be slightly shifted from the burden of the right guide carriage 4 on the left carriage 4.

For this purpose, it can also be provided that the articulated connection 14 (on the right) is lowered relative to the rigid connection (on the left) with respect to the course of the longitudinal member 3, as shown in FIG Fig. 9 is shown on the example of the relieved and thus substantially straight support 3. The cross member 5 tilts under load then forced at the location of the articulated guide carriage 4 something down, or is deformed accordingly by the load, whereby the rigidly mounted carriage 4 is loaded with a torque. The more strongly the articulated guide carriage 4 is lowered, the stronger the rigidly mounted guide carriage 4 is loaded. In this way, the load can be very selectively transferred from the right guide carriage 4 on the left guide carriage 4. In this case, the spring constant of the quasi-acting as a one-sided leaf spring cross member 5 is taken into account.

In the Fig. 9 is the presented principle of better representability half of the unloaded and straight beam 3 shown. In a particularly advantageous variant of the sliding door module / sliding door module 2, however, said lowering is related to the course of the longitudinal member 3 in the loaded operating state, ie to a state in which the door or the door 2 are mounted. Due to the resulting deflection of the longitudinal member 3 (see also Fig. 8 ), the lowering of the articulated guide carriage 4 may be slightly stronger before the rigidly mounted carriage 4 a significant torque across its longitudinal axis (ie, about the y-axis) is impressed.

In this model, the side member 3 for the provision of said reduction is indeed charged as and therefore deformed, but assumed the cross member 5 as unloaded. In principle, the course of the carrier 3 would then correspond to that in FIG Fig. 8 illustrated course. From the Fig. 9 It is clear that the proposed there lowering of the articulated guide carriage 4 at a Fig. 8 deformed support 3 is insufficient to cause a clockwise torque on the left guide carriage 4. To generate such a torque, the reduction should therefore be larger as mentioned, so even at one after Fig. 8 deformed carrier 3 is still a game in the pivot bearing 14 is present. Only when the cross member 5 is assumed to be loaded, the cross member 5 comes to the pivot bearing 14 to the system and then causes the desired torque. In reality, a deformation of the carrier 3 is after Fig. 8 Of course, only possible if the cross member 5 is loaded and deformed.

In the above cases, it was assumed that the torque caused to the left carriage 4 is directed clockwise. This is advantageous but not mandatory. It may also be provided that the torque is directed differently counterclockwise.

The said lowering can be done in many ways, for example by a corresponding bearing clearance is provided, which is degraded under load. In the FIGS. 19 to 21 Therefore, the distance between the cross member 5 and the counter-holder 20 could be greater than shown. In principle, the provision of a game can also be omitted if, for example, the cross member 5 is biased. In the FIGS. 19 to 21 Thus, a distance between the cross member 5 and the counter-holder 20 would be present at relieved cross member 5, which is degraded during assembly of the sliding door module / sliding door module 1 by tightening the screws 22. The cross member 5 is then bent down accordingly and forces the left guide carriage 4 of Fig. 9 a torque in a clockwise direction. the right-hand carriage 4, on the other hand, is pulled upwards. When mounting the door leaf 2 whose weight is superimposed on said bias. The load on the two guide carriages 4 can be controlled in this way within wide limits.

Fig. 10 shows a variant of a sliding door module / sliding door module 1, in which the guide vanes 4 associated with a door 2 similar to Fig. 7 arranged along an arc or about a horizontal and transverse to the longitudinal extent of the longitudinal member 3 extending axis (ie, about the y-axis) are rotated against each other. In addition, but also the door 2 facing the end of the door 2 further away carriage 4 (ie, the right end of the left guide carriage 4 in the Fig. 10 ) relative to the door 2 closer lying carriage 4 (ie the right carriage 4 in the Fig. 10 ) lowered with respect to a course of the longitudinal member 3. But you can also understand the arrangement so that the door 2 facing away from the end of the Door 2 closer carriage 4 (ie, the left end of the right guide carriage 4 in the Fig. 10 ) compared to the door 2 more distant carriage 4 (ie the left carriage 4 in the Fig. 10 ) is lowered in relation to a course of the longitudinal member 3. An opinion according to which both mutually facing ends of the guide carriages 4 are lowered is possible. In other words, the guide carriages 4 are rotated more strongly against each other than would be necessary for a tension-free guide on the (bent) side member 3 Thus, the cross member 5 is bent and biased after mounting the assembly on the longitudinal member 3 upwards, whereby the guide carriages 4 from the cross member. 5 be pulled up. As a result, the burden is reduced by the weight of the door leaf 2 on the right guide carriage.

In the Fig. 11 is that in Fig. 10 illustrated principle on the already in Fig. 9 shown arrangement is applied. Because of the pivot bearing 14 4 or no significant torque can be transmitted to the right-hand carriage 4, whereby the load is relatively low. In this illustration, the bias voltage is based on the unloaded carrier 3, which also in the in the Fig. 10 arrangement would be possible. Of course, the bias can also be related to the course of the longitudinal member 3 in the loaded operating condition. It is also conceivable, of course, that the longitudinal member 3 is biased upward bent.

The FIGS. 12 to 16 show a further variant of a sliding door module / sliding door module 1, in which a rotation of the longitudinal member 3 is considered. The Fig. 12 shows an arrangement with the cutting guide for the FIGS. 13 to 16 ,

The Figure 13 shows a cross section AA through the sliding door module / sliding door module 1 at the level of the front (right) guide carriage 4. Die Fig. 14 shows a cross section BB through the sliding door module / sliding door module 1 at the level of the rear (left) carriage 4. As from Fig. 13 can be seen causes the weight of the door leaf 2 acting on the side member 3 counterclockwise torque.

In the FIGS. 13 and 14 the guide carriages 4 are not rotated against each other. This is different in the case of FIGS. 15 and 16 illustrated arrangement in which the one door 2 associated guide carriages / guide carriage 4 are arranged along a spiral or helix or about a horizontal and parallel to the longitudinal extent of the longitudinal member 3 extending axis (ie, about the x-axis) are rotated against each other. Here, the door 2 facing the end of the door 2 further away from the guide carriage 4 (ie here the left end of in Fig. 16 shown guide carriage 4) relative to a door leaf 2 closer to the carriage 4 with respect to a course of the longitudinal member 3 is lowered (see Fig. 15 ). In other words, the guide carriages 4 are rotated more strongly against each other than would be necessary for a tension-free guidance on the (twisted) longitudinal member 3. As a result, the cross member 5 is rotated after assembly of the assembly on the longitudinal member 3 against the subsequent rotation of the longitudinal member 3 and thus biased. In particular, the bias voltage is selected so that the bracket 6 is aligned substantially parallel to the carrier 3 after assembly of the door leaf 2.

Because of the pivot bearing 14 can on the carriage 4 of the Fig. 15 (and also on the carriage 4 of Fig. 13 ) No or no significant torques are transmitted, whereby its load is comparatively low. The torque caused by the door 2 via the bracket 6 is therefore essentially the left guide carriage (see also FIGS. 14 and 16 ) transfer.

In this illustration, the bias voltage is based on the unloaded carrier 3. Of course, the bias can also be related to the course of the longitudinal member 3 in the loaded operating condition. Of course, it is also conceivable, of course, that the longitudinal member 3 is biased and at the height of the section BB in the Fig. 16 something is twisted clockwise. It is conceivable in this embodiment, of course, that the pivot bearing 14 is omitted (see analogously also Fig. 10 ). It is also conceivable that the pivot bearing 14 acts only in one direction, that is, only a rotation about an axis parallel to the longitudinal direction of the carrier 3 axis (x-axis) or about a horizontal axis transverse thereto (y-axis) permits.

In this arrangement, it should be noted that the indication of the distance of the guide carriage 4 from the door leaf on the Fig. 12 refers (ie to the longitudinal direction of the carrier 3), whereas the statement "the facing end" of the carriage 4 on the Fig. 16 respectively Fig. 15 is based (ie on the transverse direction of the carrier 3).

Similar in the Fig. 7 explained with respect to a deflection of the carrier 3, the guide carriages 4 may be mounted on the unloaded cross member 5 so that they are aligned according to a course of the longitudinal member 3 in the loaded operating condition, concretely according to its rotation. It is again assumed that the cross member 5 is not significantly deformed or deformed differently than the carrier 3. The guide carriages 4 are now so rotated against each other mounted on the cross member 5, that they are aligned along a spiral or helix. In the unloaded state of the carrier 3, the two guide carriages 4 brace against each other, but this is not harmful, because they are not or only slightly shifted on the rail in this state. If the door leaf 2 is mounted and the carrier 3 thus changes over into the loaded operating state, then practically no tensioning of the guide carriages 4 is present. The use of pivot bearings 14 can therefore be omitted.

The in the Fig. 8 to 16 Examples shown include only two of the door 2 associated with guide carriages 4. Of course, the principle presented to more than two guide carriages 4 expandable. In particular, any combination of in Fig. 3, 4 and 7 to 16 possible measures shown. For example, the guide carriages 4 can be rotated relative to each other both about a horizontal axis (y-axis) extending transversely to the longitudinal extension of the longitudinal member 3, and about an axis (x-axis) extending horizontally and parallel to the longitudinal extent of the longitudinal member 3. In this case, the guide carriages 4 may be aligned on the unloaded cross member 5 in accordance with a course of the longitudinal member 3 in the loaded operating condition, so that no significant additional voltage in the cross member 5 occurs during operation, or the cross member 5 is actively biased, as in the FIGS. 9 to 11 and FIGS. 15 and 16 are shown. In this case, the door leaf 2 is slightly raised by a the door 2 remote lying carriage 4 in the region of the door leaf 2 closer to 4 carriages. In addition, also different length guide carriages 4 ( Fig. 3 ) or in the course of the carrier 3 differently divided guide carriages 4 ( Fig. 4 ) against each other twisted respectively arranged along an arc and / or a spiral or helix / be aligned. Furthermore, the use of pivot bearings 14, which allow a rotation about one or two axes, generally conceivable.

Quite generally, of course, a deformation of the cross member 5 can be considered, as already in connection with the Fig. 7 was explained. In most cases, the cross member 5 will not deform in the same way as the carrier 3, that is not the same as this bending and twisting. The rotation of the guide carriages 4 on the cross member 5 can then be correspondingly somewhat stronger or weaker than in the case of a rigidly assumed cross member 5.

The Figures 17 and 18 now show an exemplary guide system for a sliding door module / sliding door module in a more detailed representation in an oblique view ( Fig. 17 ) as well as in the oblique section ( Fig. 18 ). The guide system comprises the carrier 3 as well as the linear roller guides with two profiled rails 15, which are fastened on the carrier 3 (for example screwed to it) or are enclosed by it in the form of a profile area. The profile rail 15 has in this example a substantially C-shaped or U-shaped cross-section, wherein a guide carriage 4 is mounted between the opposite end legs of the C-shaped or U-shaped cross-section. Of course, the use of this special guide rail 15 is not mandatory, and it can also be used other types of linear roller guideways.

Furthermore, the guide system comprises a cross member 6 with a console 6 fixedly connected thereto, on which a mounting plate 16 for a door 2 by means of a bolt 17 is rotatably mounted. The rail 15 extends in the Fig. 17 not over the entire length of the carrier 3. Of course, but this may be the case. The carrier 3 is slidably mounted transversely to its longitudinal extent in the horizontal direction which in the Fig. 17 symbolized by the laterally arranged double arrows.

In this case, the carrier 3 is issued transversely to the sliding direction of the door, so that the door leaves can be moved. In particular, in such a construction is to pay attention to low weight of the entire arrangement, since this comparatively heavily loads the guide system of the carrier 3 (not shown). However, the carrier 3 can also be fixedly connected to the rail vehicle.

In the Fig. 17 is good to see that in this example two linear guides are provided, wherein a first rail 15 on the top of the support 3 and a second rail 15 is mounted on the underside of the carrier 3. In this way, a single carrier 3 can be used for holding a double-wing sliding door. In particular, it is also advantageous if the carrier 3 is constructed symmetrically with respect to the horizontal plane, since then no special mounting direction is observed.

Good to see in Fig. 17 Also, that the cross member 5 and consoles 6 of the lower and upper linear guide in this example designed substantially identical and rotated by 180 ° about a horizontal and normal to the rail 15 aligned axis (y-axis). As a result, the number of different components of the guide system is reduced, thereby simplifying the production and storage.

As in particular from the Fig. 18 is clearly visible, the profile rails 15 extend beyond the carrier 3 in this example in the mounting region of the rails 15 in the vertical direction. From the Fig. 18 Furthermore, it can be seen that in this embodiment, an imaginary connecting line of two rolling elements 9, which contact the mounting rail 15 and are in relation to a normal to the mounting surface aligned gravity axis 18 of the profile cross-section opposite each other, is oriented substantially horizontally. Furthermore, a circumferential plane of the rolling elements 9 is aligned substantially horizontally. Moreover, from the Fig. 18 also be seen that an orbit 19 of the rolling elements 9 is arranged in the carriage 4. Thus, the depth of the guide system can be kept low. Finally, the shows Fig. 18 Also, that the rolling elements 9 are arranged in a single row between an end leg of the rail 15 and the carriage 4. As a result, the linear guide is particularly tolerant of deformation of the guide system or carrier 3 and thus particularly durable.

From the Fig. 18 Furthermore, it can be seen that the carrier 3 in the illustrated example is higher in cross-section on both sides of the profile rails 15 than in the region of the profile rail 15. The carrier 3 has an increase in cross-section on its top and bottom laterally of the rails 15. The carrier 3 thus has in this example a substantially H-shaped or X-shaped or T-shaped cross section. As a result, on the one hand, the vertical, on the other hand, the horizontal flexural rigidity of the carrier 3 can be significantly increased. The carrier 3 can also be made hollow. In particular, the cavity can be arranged in the neutral fiber of the carrier 3.

The FIGS. 19 and 20 show now two detailed embodiments for a pivot bearing 14 (see also the FIGS. 6 . 8th . 9 . 11 . 12 . 13 and 15 ).

The Fig. 19 shows a section DD, from which it is apparent that the cross member 5 in the region of the guide carriage 4 has a convex portion which rests on the flat surface of the guide carriage 4, whereby a rotary joint or pivot bearing 14 is formed with two successive rolling rolling surfaces. Because the guide carriage 4 is generally made of high-strength and hardened steel, the upper side of a commercially available guide carriage can act as a rolling surface without any further measures.

Concretely, the rolling surface arranged on the cross member 5 has a cylindrical shape, the projecting members standing normally on the sheet plane. The cross member 5 and thus an attached door 2 can thus be rotated about a substantially horizontal and transverse to the sliding direction oriented axis of rotation (y-axis) relative to the rail 15, whereby vertical deflections of the rail 15 can be compensated.

In this example, the two rolling surfaces are pressed together by a weight force of the door leaf 2. In addition, the two rolling rolling surfaces are secured against lifting by means of an optional counter-holder 20. The counter-holder 20 is fixed in position relative to the cross member 5 by means of dowels 21 and screwed by means of screws 22 with this. To still allow rotation of the cross member 5 relative to the rail 15 as in Fig. 19 also shown the counter-holder 20 may be convex and / or a slight clearance be allowed. In the latter case, a lifting of the upper Wälzflächen is therefore possible in principle, however, the "drop height" (ie the game) is chosen so low that damage to the Wälzflächen when striking the cross member 5 can be avoided on the carriage 4.

Fig. 20 shows a variant of the guide system, the in Figure 19 variant is very similar. In contrast, the optional counter-holder 20 presses the rolling surfaces together by means of a spring force and / or by elastic deformation. Specifically, the Cross member 5 with the counter-holder 20 to screwed over two rubber buffers 23, which allow rolling of the rolling surfaces under moderate effort, but prevent lifting of the rolling surfaces or at least complicate. In the in Fig. 20 illustrated example, the anvil 20 has no convex portion, but of course it is also conceivable that he as in Fig. 19 is shown formed, whereby a rolling of the rolling surfaces is facilitated.

In principle it is for those in the Fig. 20 shown arrangement sufficient when the cross member 5 can move relative to the anvil 20 translational. In a variant of in the Fig. 20 illustrated arrangement, the fit of the dowel 20 but also be relatively loose or the dowel be mounted in a rubber sleeve, so that tilting of the cross member 5 and the backstop 20 against each other are possible. In accordance with loose fit of the anvil 20 can even then rest flat on the carriage 4, when the cross member 5 is tilted relative to the carriage 4 or rotated.

Although in the FIGS. 19 and 20 illustrated joints allow a rotation of the cross member 5 relative to the rail 15 about a substantially horizontal and transverse to the sliding direction aligned axis of rotation (y-axis), the joints shown by appropriate arrangement for rotation about a vertical axis of rotation (z-axis) or to be provided about an axis of rotation (x-axis) aligned substantially parallel to the sliding direction.

Fig. 21 shows very simplified a pivot 14 that allows rotation about two axes of rotation (in the example shown around the y-axis and the z-axis). For this purpose, the cross member 5 and the optional counter-holder 20 generally cylindrical rolling surfaces with mutually transverse axes. The carriage 4, however, again has flat rolling surfaces. Such a hinge 14 can thus compensate for the deformations of a rail 15 respectively of the carrier 3 particularly well. Because of the linear contact of the rolling surfaces also comparatively high forces can be transmitted. Of course, the pivot 14 can also be used to allow rotation about other axes, such as the x-axis and the y-axis, or the x-axis and the z-axis.

Fig. 22 shows very simplified a pivot 14 that allows rotation about any axis of rotation. For this purpose, the cross member 5 and the optional counter-holder 20 have multi-dimensionally curved rolling surfaces, in particular spherical rolling surfaces. Such a hinge 14 can also compensate for the deformations of a rail 15 also particularly well. Because of the multi-dimensional curvature, the rolling surfaces can roll on each other when rotated about an arbitrary axis, whereby a mutual sliding is avoided and the wear of the rolling surfaces is thus reduced.

By providing a rotary joint 14 or a plurality of hinges 14, a deformation of the rail 15 is made possible without the storage between guide carriage 4 and rail 15 to clamp. Compared with known sliding door modules / sliding sliding door modules, a carrier 3, on which the rail 15 is fixed, therefore, be made relatively fragile, since the door 2 despite a deformation of the rail 15 always remains smooth and damage in the storage between carriage 4 and rail 15 are avoided , In addition, with appropriate design of the hinge 14, the provision of the bolt 17 is unnecessary, that is, the rotation of the door leaf 2 about an axis extending in the longitudinal direction of the carrier 3 axis (x-axis) - at least in a certain angular range - also taken over by the hinge 14 become. In the Fig. 21 For this purpose, a (further) rolling surface can be provided, which allows a rotation about said longitudinal axis (x-axis).

The in the FIGS. 19 to 22 Specifically illustrated articulated bearings of the cross member 5 can be made in particular when the rail 15 is mounted only at the ends, so that the cross member 5 may include the carriage 4 together with the anvil 20 on all sides (see in particular Fig. 21 and 22 ). If the rail 15 such as in the Fig. 17 represented on the entire length of the carrier 3 are connected, for example, the counter-holder 20 omitted or the carriage 4 have a corresponding extension, which in turn can be encompassed by the cross member 5 together with the anvil 20 on all sides. In the in the FIGS. 19 and 20 arrangements shown, said extension can be arranged in particular laterally on the carriage 4, in which in the Figures 21 and 22 shown arrangements in particular extend in the longitudinal direction.

Generally, vertical deflections of the rail 15 can be compensated for by allowing rotation of the bracket 6 relative to the rail 15 about a substantially horizontal and transverse axis of rotation (y-axis), horizontal deflections by allowing rotation about a substantially vertically oriented axis of rotation (Z-axis) and a twisting of the rail 15 by allowing a rotation about an aligned substantially parallel to the sliding direction of rotation axis (x-axis).

In general, rotations about several axes can be achieved by means of single pivot joints connected in series (cf. FIGS. 19 and 20 ) and / or be realized by hinges that allow rotations about multiple axes (see Fig. 21 and 22 ). The hinges can also be realized optionally by successive rolling surfaces and / or against each other sliding surfaces (eg pin / slide bushing). Furthermore, the positioning of the joints, as indicated in the above examples, while advantageous, but by no means mandatory. In principle, a rotary joint 14 may be provided in the carriage 4, between the cross member 5 and guide carriage 4, in the console 6, between the console 6 and door 2 and / or in the door 2 itself. In the latter case, for example, a mounting surface of the door leaf 2, to which the bracket 6 is attached, be hinged to the actual door 2.

Furthermore, it is also pointed out that the use of compensating joints 14 is of course not bound to a linear roller guide, although there may be a damaging consequence particularly quickly a distortion of the storage. Of course, the invention is equally applicable to linear sliding guides of all kinds. With regard Fig. 2 It should be noted that the maximum deflection y2 of the carrier 3 can also relate to the outermost points of the guide carriages / guide carriages 4 carrying a door leaf 2. The guide length f, or the total guide length g is then measured on the outside of the guide carriages / guide carriages 4 and not on the rolling elements 9.

Finally, it is also noted that the application of compensating joints 14 is of course not bound to the special arrangement of the profile rails 15. Rather, the contact surfaces of the rails 15 may be aligned vertically to the carrier 3. Fig. 23 shows an example of a sliding door module / sliding door module 1, in which two door leaves 2 are attached via brackets 6 to the guide carriages / guide slide 4 of two linear guides arranged one above the other. The above teaching is mutatis mutandis applicable to such an arrangement.

The embodiments show possible embodiments of a sliding door module / sliding door module 1 according to the invention, it being noted at this point that the invention is not limited to the specifically illustrated embodiments of the same or the same, but also various combinations of the individual embodiments are mutually possible and this variation possibility due the doctrine of technical action by objective invention in the skill of those working in this technical field is the expert. So are all conceivable embodiments, which are possible by combinations of individual details of the illustrated and described embodiment variant, includes the scope of protection.

For example, the guide carriages / guide carriages 4 may be used in the in Fig. 5 shown sliding door module / sliding door module 1 also be rigidly connected to the cross member 5. Likewise, the guide carriages / guide carriages 4 may be used in the Fig. 1 shown sliding door module / sliding door module 1 also be hingedly connected to the cross member 5. This in Fig. 1 shown sliding door module / sliding door module 1 may also have two fixed bearing, whereas in Fig. 5 shown sliding door module / sliding door module 1 may also have a fixed bearing and a floating bearing. Of course, the illustrated sliding door module / sliding sliding door modules 1 can have a guide carriage / guide carriage 4 per door leaf 2 or else two or more guide carriages / guide carriages 4 per door leaf 2.

In particular, it is noted that a sliding door module / sliding door module 1 may in reality also comprise more or fewer components than illustrated.

For the sake of order, it should finally be pointed out that in order to better understand the construction of the sliding door module / sliding sliding door module 1, this or its components have been shown partially unevenly and / or enlarged and / or reduced in size.

The task underlying the independent inventive solutions can be taken from the description.

REFERENCE NUMBERS

1

Sliding module / swinging-sliding module

2

door

3

carrier

4

LM / guide carriage

5

crossbeam

6

console

7

Bearing point carrier

8th

Bearing point carrier

9

rolling elements

10

Contact point rolling elements / profile rail

11

Contact point rolling elements / profile rail

12

Bearing point carrier

13

Bearing point carrier

14

pivot bearing

15

rail

16

mounting plate

17

bolt

18

gravity axis

19

Orbit rolling elements

20

backstop

21

dowel

22

screw

23

rubber buffers

a

indent

f

guide length

G

Total guide length

M

torque

y1

maximum deflection of the beam (absolute)

y2

Deflection of the carrier between guide carriages / guide carriages

Claims (23)

1. A sliding door module/pivoting sliding door module (1) for a rail vehicle comprising:

   - at least one door leaf (2),

   - a supporting member (3), which is oriented longitudinally in the direction of sliding of the door leaf (2) and mounted such that it is able to slide horizontally in particular transversely to its longitudinal extension,

   - a linear roller guide having at least one profile rail (15), this at least one profile rail (15) being fixed to the supporting member (3) or forming part of it in the form of a profile region, and

   - at least two separate guide runners/guide rails (4), which are distanced from one another in particular in the direction of sliding of the door leaf (2), are assigned to only one door leaf (2) and by means of which the door leaf (2) is mounted such that it is able to slide,
   characterised in that

   - the linear roller guide has a plurality of guide runners/guide rails (4) with rolling element recirculation, the guide runners/guide rails (4) being mounted on the at least one profile rail (15),

   - the sum of the guide lengths (f) of the guide runners/guide rails (4) is no more than half of the distance (g) between the outermost points of contact (10, 11) between the guide runners/guide rails (4) supporting the door leaf (2) and the profile rail (15), and

   - the guide runners/guide rails (4) associated with the single door leaf (2) are connected

   - rigidly,

   - in an articulated manner or

   - partially rigidly and partially in an articulated manner

   to a cross member (5) supporting the door leaf (2) or to the door leaf (2).
2. A sliding door module/pivoting sliding door module (1) according to claim 1, characterised in that guide runners/guide rails (4) on the unloaded cross member (5) are oriented according to a course of the longitudinal member (3) in the loaded operating state.
3. A sliding door module/pivoting sliding door module (1) according to claim 1 or 2, characterised in that a guide runner/guide rail (4) associated with and located close to the door leaf (2) is connected in an articulated manner and a guide runner/guide rail (4) associated with the door leaf (2) and located further away from it is connected rigidly to the cross member (5) or the door leaf (2).
4. A sliding door module/pivoting sliding door module (1) according to claim 3, characterised in that an articulated connection (14) is lower in relation to the course of the longitudinal member (3) than a rigid connection.
5. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 4, characterised in that the guide runners/guide rails (4) associated with a door leaf (2) are arranged along an arc or rotated in opposite directions about an axis (y) running horizontally and transversely to the longitudinal extension of the longitudinal member (3), the end facing the door leaf (2) of a guide runner/guide rail (4) located further away from the door leaf (2) being lower in relation to a course of the longitudinal supporting member (3) than a guide runner/guide rail (4) located closer to the door leaf (2).
6. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 5, characterised in that the guide runners/guide rails (4) associated with a door leaf (2) are arranged along a spiral or helix or are rotated in opposite directions about an axis (x) running horizontally and parallel to the longitudinal extension of the longitudinal supporting member (3), the end facing the door leaf (2) of a guide runner/guide rail (4) located further away from the door leaf (2) being lower in relation to a course of the longitudinal supporting member (3) than a guide runner/guide rail (4) located closer to the door leaf (2).
7. A sliding door module/pivoting sliding door module (1) according to any of claims 4 to 6, characterised in that the lowering is relative to the course of the longitudinal supporting member (3) in the loaded operating state.
8. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 7, characterised in that the guide runners/guide rails (4) associated with a door leaf (2) are of different lengths and a guide runner/guide rail (4) closer to the door leaf (2) is longer than a guide runner/guide rail (4) located further from the door leaf (2).
9. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 8, characterised in that it has at least three guide runners/guide rails (4) associated with a door leaf (2) and the average distance from the guide runners/guide rails (4) to the door leaf (2) is less than the average distance from the outermost guide runner/guide rail (4) to the door leaf (2).
10. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 9, characterised in that the maximum static deflexion (y1) of the supporting member (3) in relation to its bearing points (7, 8, 12, 13) when the door leaf (2) in the range of a clear door width LW of 800 mm to 2300 mm is at least $$y1=0.007\cdot \left(e^{\left(\frac{\mathit{LW}}{800}\right)}-1\right)$$

    

    millimetres per kilogram door leaf weight.
11. A sliding door module/pivoting sliding door module (1) according to claim 10, characterised in that the maximum static deflexion (y2) of the supporting member (3) between the outermost points of contact (10, 11) between the guide runners/guide rails (4) supporting the door leaf (2) and the profile rail (15) when the door leaf (2) is open is at least 0.5 mm.
12. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 11, characterised in that the supporting member (3) is mounted essentially at its end points in relation to its longitudinal extension.
13. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 11, characterised in that the supporting member (3) is mounted essentially at the Bessel points in relation to its longitudinal extension.
14. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 13, characterised in that one of the bearing points (7, 12) of the supporting member (3) is designed as a fixed bearing and the other bearing point or points (8, 13) are configured as floating bearings.
15. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 14, characterised in that in cross-section the supporting member (3) is higher on either side of the profile rail (15) than in the region of the profile rail (15).
16. A sliding door module/pivoting sliding door module (1) according to claim 15, characterised in that in cross-section the supporting member (3) has a raised section on its upper and undersides to the side of the profile rail (15).
17. A sliding door module/pivoting sliding door module (1) according to claims 15 or 16, characterised in that the supporting member (3) has an essentially H-shaped or X-shaped or T-shaped cross-section.
18. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 17, characterised in that the supporting member (3) has a cavity in the region of the neutral bending fibre.
19. A sliding door module/pivoting sliding door module (1) according to one of claims 1 to 18, characterised by two linear roller guides, a first profile rail (15) being mounted on the upper side of the supporting member (3) and a second profile rail (15) being mounted on the underside of the supporting member (3).
20. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 19, characterised in that the profile rail (15) has an essentially C-shaped or U-shaped cross-section and the guide runner/guide rail (4) is mounted between the opposing end legs of the C-shaped or U-shaped cross-section.
21. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 20, characterised in that the rolling elements (9) are arranged in a single row between one end leg of the profile rail (14) and the guide runner (4).
22. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 21, characterised in that a drive for the door leaf (2) is dimensioned such that the deflexion of the supporting member (3) is reduced when the door leaf (2) is closed.
23. A sliding door module/pivoting sliding door module (1) according to any of claims 1 to 21, characterised in that the door leaf (2) is mounted such that it is able to rotate about an axis (x) running longitudinally in relation to the supporting member (3).

Images