EP2829452B1 - Module de porte oscillo-battante/module de porte coulissante pour un véhicule sur rail doté d'au moins deux chariots/véhicules de guidage par vantail de porte - Google Patents

Module de porte oscillo-battante/module de porte coulissante pour un véhicule sur rail doté d'au moins deux chariots/véhicules de guidage par vantail de porte Download PDF

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Publication number
EP2829452B1
EP2829452B1 EP14173649.6A EP14173649A EP2829452B1 EP 2829452 B1 EP2829452 B1 EP 2829452B1 EP 14173649 A EP14173649 A EP 14173649A EP 2829452 B1 EP2829452 B1 EP 2829452B1
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EP
European Patent Office
Prior art keywords
guide
sliding door
door module
door leaf
module
Prior art date
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Application number
EP14173649.6A
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German (de)
English (en)
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EP2829452A1 (fr
Inventor
Friedrich Geyer
Andreas Mair
Heinz ZARL
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Knorr Bremse GmbH
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Knorr Bremse GmbH
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Priority claimed from ATGM50094/2013U external-priority patent/AT13933U1/de
Application filed by Knorr Bremse GmbH filed Critical Knorr Bremse GmbH
Priority to EP16002516.9A priority Critical patent/EP3170715B1/fr
Priority to PL16002516T priority patent/PL3170715T3/pl
Priority to PL14173649T priority patent/PL2829452T3/pl
Publication of EP2829452A1 publication Critical patent/EP2829452A1/fr
Application granted granted Critical
Publication of EP2829452B1 publication Critical patent/EP2829452B1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00—Door arrangements specially adapted for rail vehicles

Definitions

  • 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.
  • 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.
  • the door wings are usually stored with the help of Linearmélz Replacementen.
  • 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.
  • 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.
  • the disadvantages described above should be avoided or their effects should be least mitigated.
  • the main object of the invention is to ensure the ease of storage of guide carriages / guide carriage with WälzEffega 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.
  • the linear roller guide on several guide carriages / guide carriage with WälzSystemumlauf 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.
  • the storage of the guide carriages / guide carriage remains smooth even with relatively strong deflection of the carrier or the rail.
  • the guide length and the overall guide length can be related to the outermost rolling elements that carry the door leaf.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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".
  • 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.
  • multiple tracks may also be in different but parallel planes.
  • the tracks can also cross each other.
  • an orbit may leave the orbital plane in the reverse region to allow for intersection with another orbit.
  • the rolling elements can also be arranged in a rolling element cage.
  • 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.
  • 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.
  • 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.
  • the durability of the guide system can be significantly increased.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the load is reduced by the weight of the door leaf on the guide van closer to the door.
  • 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.
  • a deformation of the cross member through the door can be considered or disregarded.
  • 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.
  • 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.
  • 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.
  • the load is reduced by the weight of the door leaf on the guide van closer to the door again.
  • the said bias can in turn be related to both the unloaded and the loaded side member.
  • a deformation of the cross member can be considered or disregarded.
  • 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.
  • 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.
  • 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.
  • 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.
  • equally long guide carriages / guide carriages are used in this variant.
  • 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.
  • 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.
  • the deflection is given based on the weight of the door leaf or the door leaf.
  • 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.
  • the linear guide is a linear roller guide
  • 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.
  • 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.
  • 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.
  • 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.
  • the carrier in cross section on both sides of the rail is higher than in the region of the rail.
  • the carrier has in cross-section on its top and bottom laterally from the rail to an increase.
  • the carrier may also have a substantially H-shaped or X-shaped or T-shaped cross-section.
  • the carrier has a cavity in the region of the neutral bending fiber, that is, the neutral fiber is arranged in said cavity.
  • the carrier has a relatively low weight with good stability.
  • 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.
  • 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.
  • the carrier is constructed symmetrically with respect to its horizontal axis, since then no special mounting direction is observed.
  • 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.
  • the linear guide is particularly tolerant to deformations of the guide system and thus particularly well suited for use in rail vehicles.
  • the linear guide is also very durable.
  • 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.
  • 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.
  • the vibration behavior of the sliding door module / sliding door module can be controlled via the drive for the door leaves.
  • drive all types of rotary motors or linear motors in question, for example, electric, pneumatic and hydraulic drives.
  • the support structure for a door can be moved, for example by means of a spindle or a cable along the carrier.
  • the door leaf is rotatably mounted about an axis running in the longitudinal direction of the carrier.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 carrier 3 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • sliding door module / sliding door module 1 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.
  • the bearing points are displaced slightly inwards.
  • the alternative bearing points 12 and 13 offset by the length a are shown.
  • 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).
  • 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.
  • 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.
  • equal length guide carriages 4 can as in the Fig. 3 also be different in length.
  • bracing the linear guide can be avoided if tolerant guidance systems are used.
  • single-row guide systems ie with a row of balls
  • C- or U-shaped rail see also the Figures 17 and 18
  • bracing the linear guide can be avoided if tolerant guidance systems are used.
  • single-row guide systems ie with a row of balls
  • C- or U-shaped rail see also the Figures 17 and 18
  • 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
  • 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.
  • 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 Berntonticians 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.
  • 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.
  • 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.
  • the vibration behavior of the sliding door module / sliding door module 1 can be controlled via the drive.
  • drive all types of rotary motors or linear motors in question, for example, electric, pneumatic and hydraulic drives.
  • 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.
  • pivot bearing 14 is shown on both guide carriages 4.
  • 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.
  • 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.
  • 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.
  • the course of the longitudinal member 3 in the loaded operating state ie, when, in particular, a door leaf 2 is mounted
  • 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.
  • 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.
  • 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.
  • 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 ,
  • 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).
  • 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.
  • 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.
  • the load can be very selectively transferred from the right guide carriage 4 on the left guide carriage 4.
  • the spring constant of the quasi-acting as a one-sided leaf spring cross member 5 is taken into account.
  • Fig. 9 is the presented principle of better representability half of the unloaded and straight beam 3 shown.
  • 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.
  • the said lowering can be done in many ways, for example by a corresponding bearing clearance is provided, which is degraded under load.
  • the distance between the cross member 5 and the counter-holder 20 could be greater than shown.
  • the provision of a game can also be omitted if, for example, the cross member 5 is biased.
  • 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.
  • 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.
  • 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.
  • the bias voltage is based on the unloaded carrier 3, which also in the in the Fig. 10 arrangement would be possible.
  • 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.
  • 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.
  • Fig. 13 can be seen causes the weight of the door leaf 2 acting on the side member 3 counterclockwise torque.
  • FIGS. 13 and 14 the guide carriages 4 are not rotated against each other.
  • 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.
  • 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
  • a door leaf 2 closer to the carriage 4 with respect to a course of the longitudinal member 3 is lowered (see Fig. 15 ).
  • 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.
  • 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.
  • 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.
  • the bias voltage is based on the unloaded carrier 3.
  • the bias can also be related to the course of the longitudinal member 3 in the loaded operating condition.
  • the longitudinal member 3 is biased and at the height of the section BB in the Fig. 16 something is twisted clockwise.
  • the pivot bearing 14 is omitted (see analogously also Fig. 10 ).
  • 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.
  • 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.
  • the principle presented to more than two guide carriages 4 expandable.
  • 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.
  • 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.
  • 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.
  • 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.
  • pivot bearings 14 which allow a rotation about one or two axes, generally conceivable.
  • 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.
  • this special guide rail 15 is not mandatory, and it can also be used other types of linear roller guideways.
  • 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.
  • the carrier 3 is issued transversely to the sliding direction of the door, so that the door leaves can be moved.
  • the carrier 3 can also be fixedly connected to the rail vehicle.
  • 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.
  • a single carrier 3 can be used for holding a double-wing sliding door.
  • the carrier 3 is constructed symmetrically with respect to the horizontal plane, since then no special mounting direction is observed.
  • the profile rails 15 extend beyond the carrier 3 in this example in the mounting region of the rails 15 in the vertical direction.
  • 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.
  • a circumferential plane of the rolling elements 9 is aligned substantially horizontally.
  • an orbit 19 of the rolling elements 9 is arranged in the carriage 4.
  • the depth of the guide system can be kept low.
  • 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.
  • the linear guide is particularly tolerant of deformation of the guide system or carrier 3 and thus particularly durable.
  • 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.
  • 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.
  • 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.
  • 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.
  • the two rolling surfaces are pressed together by a weight force of the door leaf 2.
  • 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.
  • the counter-holder 20 may be convex and / or a slight clearance be allowed. In the latter case, a lifting of the upper Wälzvid is therefore possible in principle, however, the "drop height" (ie the game) is chosen so low that damage to the Wälzvidin 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.
  • the optional counter-holder 20 presses the rolling surfaces together by means of a spring force and / or by elastic deformation.
  • 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.
  • 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.
  • 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)
  • 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).
  • the cross member 5 and the optional counter-holder 20 generally cylindrical rolling surfaces with mutually transverse axes.
  • 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.
  • 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.
  • 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.
  • a deformation of the rail 15 is made possible without the storage between guide carriage 4 and rail 15 to clamp.
  • 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 .
  • 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.
  • 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.
  • 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).
  • 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).
  • 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.
  • 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.
  • the invention is equally applicable to linear sliding guides of all kinds.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • a sliding door module / sliding door module 1 may in reality also comprise more or fewer components than illustrated.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Support Devices For Sliding Doors (AREA)
  • Power-Operated Mechanisms For Wings (AREA)

Claims (23)

  1. Module (1) de porte coulissante/louvoyante coulissante d'un véhicule ferroviaire comprenant :
    - au moins un vantail (2) de porte,
    - une poutrelle (3), qui est dirigée en longueur dans la direction de coulissement du vantail (2) de porte et qui est montée coulissante dans la direction horizontale, notamment transversalement à son étendue longitudinale,
    - un guidage à roulement linéaire ayant au moins un rail (15) profilé, le au moins un rail (15) profilé étant fixé sur la poutrelle (3) ou étant compris par celui-ci sous la forme d'une partie profilée et
    - au moins deux chariots de guidage/traîneaux (4) de guidage distincts, qui sont à distance l'un de l'autre, notamment dans la direction de coulissement du vantail (2) de porte et qui ne sont associés qu'à un vantail (2) de porte, par lesquels le vantail (2) de porte est monté coulissant,
    caractérisé en ce que
    - le guidage à roulement linéaire a plusieurs chariots de guidage/traîneaux (4) de guidage à circulation de pièce de roulement, les chariots de guidage/traîneaux (4) de guidage étant montés sur le au moins un rail (15) profilé,
    - les longueurs (f) de guidage des chariots de guidage/traîneaux (4) de guidage sont, en somme, au maximum à moitié aussi grandes que la distance (g) entre les points (10, 11) de contact les plus à l'extérieur, que les chariots de guidage/traîneaux (4) de guidage portant le vantail (2) de porte ont avec le rail (15) profilé et
    - les chariots de guidage/traîneaux (4) de guidage associés à un vantail (2) de porte sont assemblés
    - rigidement,
    - de manière articulée ou
    - en partie rigidement, en partie de manière articulée respectivement au vantail (2) de porte par une traverse (5) portant le vantail (2) de porte.
  2. Module (1) de porte coulissante/louvoyante coulissante suivant la revendication 1, caractérisé en ce que les chariots de guidage/traîneaux (4) de guidage sont dirigés, à l'état de fonctionnement chargé, sur la traverse (5) déchargée suivant un tracé de la poutrelle (3) longitudinale.
  3. Module (1) de porte coulissante/louvoyante coulissante suivant la revendication 1 ou 2, caractérisé en ce que sont assemblés à la traverse (5) respectivement au vantail (2) de porte, de manière articulée, un chariot de guidage/traîneau (4) de guidage, associé au vantail (2) de porte et se trouvant près de celui-ci, et, rigidement, un chariot de guidage/traîneau (4) de guidage, associé au vantail (2) de porte et plus éloigné de celui-ci.
  4. Module (1) de porte coulissante/louvoyante coulissante suivant la revendication 3, caractérisé en ce qu'un assemblage (14) articulé est, par rapport à un assemblage rigide, abaissé par rapport au tracé de la poutrelle (3) longitudinale.
  5. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 4, caractérisé en ce que les chariots de guidage/traîneaux (4) de guidage associés à un vantail (2) de porte sont disposés suivant un arc ou sont répartis angulairement mutuellement autour d'un axe (y) horizontal et s'étendant transversalement à l'étendue longitudinale de la poutrelle (3) longitudinale, l'extrémité, tournée vers le vantail (2) de porte, d'un chariot de guidage/traîneau (4) de guidage plus éloigné du vantail (2) de porte étant, par rapport à un chariot de guidage/traîneau (4) de guidage se trouvant plus près du vantail (2) de porte, abaissée par rapport à un tracé de la poutrelle (3) longitudinale.
  6. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 5, caractérisé en ce que les chariots de guidage/traîneaux (4) de guidage associés à un vantail (2) de porte sont disposés suivant une spirale ou ne ligne hélicoïdale ou sont répartis angulairement les uns par rapport aux autres autour d'un axe (x) horizontal et s'étendant parallèlement à l'étendue longitudinale de la poutrelle (3) longitudinale, l'extrémité, tournée vers le vantail (2) de porte, d'un chariot de guidage/traîneau (4) de guidage plus éloigné du vantail (2) de porte étant, par rapport à un chariot de guidage/traîneau (4) de guidage plus près du vantail (2) de porte, abaissée par rapport à un tracé de la poutrelle (3) longitudinale.
  7. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 4 à 6, caractérisé en ce que l'abaissement sur le tracé de la poutrelle (3) longitudinale est rapporté à l'état de fonctionnement chargé.
  8. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 7, caractérisé en ce que les chariots de guidage/traîneaux (4) de guidage associés à un vantail (2) de porte ont des longueurs différentes et un chariot de guidage/traîneau (4) de guidage plus près du vantail (2) de porte est plus long qu'un chariot de guidage/traîneau (4) de guidage plus éloigné du vantail (2) de porte.
  9. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 8, caractérisé en ce que celui-ci a au moins trois chariots de guidage/traîneaux (4) de guidage associés à un vantail (2) de porte et la distance moyenne des chariots de guidage/traîneaux (4) de guidage au vantail (2) de porte est plus petite que la distance moyenne des chariots de guidage/traîneaux (4) de guidage les plus extérieurs au vantail (2) de porte.
  10. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 9, caractérisé en ce que la flèche (y1) statique maximum de la poutrelle (3), rapportée à ses points (7, 8, 12, 13) de palier, alors que le vantail (2) de porte est ouvert, est, dans la plage d'une largeur LW de porte de 800 mm à 2 300 mm, d'au moins y 1 = 0,007 ⋅ e LW 800 − 1
    Figure imgb0009
     millimètre par kilogramme de poids du vantail de porte.
  11. Module (1) de porte coulissante/louvoyante coulissante suivant la revendication 10, caractérisé en ce que la flèche (y2) statique maximum de la poutrelle (3) entre les points (10, 11) de contact les plus extérieurs des chariots de guidage/traîneaux (4) de guidage portant le vantail (2) de porte avec le rail (15) profilé, lorsque le vantail (2) de porte est ouvert, est d'au moins 0,5 mm.
  12. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 11, caractérisé en ce que la poutrelle (3) est montée, rapportée à son étendue longitudinale, sensiblement à ses points d'extrémité.
  13. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 11, caractérisé en ce que la poutrelle (3) est montée, rapportée à son étendue longitudinale, sensiblement aux points de Bessel.
  14. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 13, caractérisé en ce que l'un des points (7, 12) de palier de la poutrelle (3) est constitué sous la forme d'un palier fixe et l'autre point (8, 13) de palier ou les autres points (8, 13) de palier sous la forme de palier libre.
  15. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 14, caractérisé en ce que la poutrelle (3) est, en section transversale, de part et d'autre du rail (15) profilé, plus haute que dans la partie du rail (15) profilé.
  16. Module (1) de porte coulissante/louvoyante coulissante suivant la revendication 15, caractérisé en ce que la poutrelle (3) a, en section transversale, sur sa face supérieure et inférieure, une surélévation latéralement au rail (15) profilé.
  17. Module (1) de porte coulissante/louvoyante coulissante suivant la revendication 15 ou 16, caractérisé en ce que la poutrelle (3) a une section transversale sensiblement en forme de H ou en forme de X ou en forme de T.
  18. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 17, caractérisé en ce que la poutrelle (3) a, dans la partie de la fibre de flexion neutre, une cavité.
  19. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 18, caractérisé par deux guidages à roulement linéaires, un premier rail (15) profilé étant monté sur la face supérieure de la poutrelle (3) et un deuxième rail (15) profilé sur la face inférieure de la poutrelle (3).
  20. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 19, caractérisé en ce que le rail (15) profilé a une section transversale sensiblement en forme de C ou en forme de U et le chariot de guidage/traîneau (4) de guidage est monté entre les branches d'extrémité opposées de la section transversale en forme de C ou en forme de U.
  21. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 20, caractérisé en ce que les pièces (9) de roulement sont disposées sur une seule rangée entre une branche d'extrémité du rail (15) profilé et le chariot (4) de guidage.
  22. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 21, caractérisé en ce qu'un entraînement du vantail (2) de porte a des dimensions telles que le fléchissement de la poutrelle (3) diminue à la fermeture du vantail (2) de porte.
  23. Module (1) de porte coulissante/louvoyante coulissante suivant l'une des revendications 1 à 21, caractérisé en ce que le vantail (2) de porte est monté tournant autour d'un axe (X) s'étendant dans la direction longitudinale de la poutrelle (3).
EP14173649.6A 2013-06-27 2014-06-24 Module de porte oscillo-battante/module de porte coulissante pour un véhicule sur rail doté d'au moins deux chariots/véhicules de guidage par vantail de porte Active EP2829452B1 (fr)

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EP16002516.9A EP3170715B1 (fr) 2013-06-27 2014-06-24 Module de porte coulissante/module de porte louvoyante-coulissante pour un véhicule sur rails
PL16002516T PL3170715T3 (pl) 2013-06-27 2014-06-24 Moduł drzwi przesuwnych/moduł drzwi odskokowo-przesuwnych do pojazdu szynowego
PL14173649T PL2829452T3 (pl) 2013-06-27 2014-06-24 Moduł drzwi przesuwnych/moduł drzwi uchylno-przesuwnych dla pojazdu szynowego z co najmniej dwoma wózkami prowadzącymi/sankami prowadzącymi na każde skrzydło drzwi

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ATGM50094/2013U AT13933U1 (de) 2013-06-27 2013-06-27 Führungssystem für eine Schwenkschiebetür eines Schienenfahrzeugs
AT501262013 2013-09-23
AT508522013 2013-12-23

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EP16002516.9A Division EP3170715B1 (fr) 2013-06-27 2014-06-24 Module de porte coulissante/module de porte louvoyante-coulissante pour un véhicule sur rails

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EP2829452B1 true EP2829452B1 (fr) 2019-09-25

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EP14173649.6A Active EP2829452B1 (fr) 2013-06-27 2014-06-24 Module de porte oscillo-battante/module de porte coulissante pour un véhicule sur rail doté d'au moins deux chariots/véhicules de guidage par vantail de porte

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AT521133B1 (de) * 2018-11-14 2019-11-15 Blum Gmbh Julius Führungssystem zur Führung eines bewegbar gelagerten Türflügels
CN114735041B (zh) * 2022-04-27 2023-08-22 中车长江运输设备集团有限公司 一种滑座机构、导引装置、敞口车厢及货运列车

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EP2829452A1 (fr) 2015-01-28
ES2762213T3 (es) 2020-05-22
ES2832173T3 (es) 2021-06-09
EP3170715A1 (fr) 2017-05-24
PL3170715T3 (pl) 2021-01-25
PL2829452T3 (pl) 2020-05-18
EP3170715B1 (fr) 2020-08-19

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