EP2907720B1 - Sliding door module/swing door module for a rail vehicle with elastic supporting structure - Google Patents

Description

The invention relates to a sliding door module / sliding door module for a rail vehicle, comprising at least one door, a longitudinally oriented in the sliding direction of the door carrier, which is mounted in particular displaceable transversely to its longitudinal extent in the horizontal direction, and a linear guide with a rail and at least one carriage / guide carriage , The profile rail is fastened on the support or comprises it in the form of a profile region. The at least one carriage / guide carriage is mounted on the rail, and the door is slidably mounted by means of at least one guide carriage / guide carriage. Such a sliding door module is for example from the DE 692 04 556 T2 , according to the EP 0 517 334 A 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 doors are usually stored with the help of linear roller guides. 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 free of play and require a relatively rigid substructure to avoid distortion of the linear roller guides and ensure a long life. Therefore, the constructions used in the prior art are also designed to be relatively rigid, so that shocks acting 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 distances, 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.

The object of the invention is achieved with a sliding door module / sliding door module of the type mentioned, in which the maximum static deflection of the carrier based on its storage points at (slightly) open door in the range of a clear door width LW of 800 mm to 2300 mm at least $$\mathrm{<figure-callout\; id="1"\; label="y"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">y</figure-callout>}1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{800}\right)}-1\right)$$

Millimeters per kilogram door weight is. 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.

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

The deflection is given based on the weight of the door leaf or the door leaf. To obtain the absolute deflection, multiply the given value by the total weight of the leaves. 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 $$\mathrm{<figure-callout\; id="1"\; label="y"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">y</figure-callout>}{1}_{\mathit{Section}}=\mathrm{<figure-callout\; id="1"\; label="y"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">y</figure-callout>}1\cdot m_{\mathit{TF}}=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{800}\right)}-1\right)\cdot {\mathrm{<figure-callout\; id="1"\; label="m\; TF\; y"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">m\; </figure-callout>}}_{\mathit{TF}}$$

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

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

Millimeter pro Kilogramm Türflügelgewicht beträgt.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 $$\mathrm{<figure-callout\; id="1"\; label="y"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">y</figure-callout>}1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{900}\right)}-1\right)$$

or $$\mathrm{<figure-callout\; id="1"\; label="y"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">y</figure-callout>}1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{1000}\right)}-1\right)$$

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.

Compared with sliding door modules known from the prior art / sliding sliding door modules, the presented 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 as a leaf spring and thus mitigated the transmission of impacts acting on the rail vehicle bumps on the sliding door module / sliding door module becomes. 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 proposed solution can be used both in a linear roller guide, in which a carriage is mounted with the aid of rolling elements on a rail, as well as in a linear sliding guide in which slides a guide carriage on the rail. 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 in particular for use in a sliding door or a sliding module suitable. 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 advantageous if the sliding door module / sliding sliding door module has a plurality of (for example two) separate, in particular in the sliding direction of the door leaf from each other spaced, only one door associated with guide carriage / guide carriage. In particular, said guide carriages / guide carriages 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. In this way, the torque caused by the weight of the door leaf due to the spaced guide carriages / guide slides are well transferred to the carrier, on the other hand, the linear guide is due to the relatively short guide length of the individual guide carriages / guide carriage but also less susceptible to tension.

It is advantageous in the above context, in particular, if the guide lengths of the guide carriages / guide carriages are at most half as long as the total guide length, ie the distance between the outermost points of contact of the guide carriages / guide carriages 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 a linear roller guide, the guide length and the total guide length can in turn be related to the outermost, the door leaf-bearing rolling elements.

It is advantageous if the guide carriages / guide carriages are rigidly connected to one another with a cross member, respectively, in an articulated manner with the door leaf. This results in a simple and robust construction of the sliding door module / sliding door module.

It is advantageous if the guide carriages / guide carriages are articulated to one another with a cross member respectively hinged to the door leaf. In this way, a deflection of the carrier can be compensated even better, since the guide carriages / guide carriages a local orientation of the carrier respectively the guide rail can follow better and the risk of distortion of the linear guide is thus reduced.

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 improving the sliding door module / sliding door module with respect to vertical forces an increase in the bending stiffness in the horizontal direction or an increase in the torsional stiffness about the longitudinal axis of the carrier is also effected.

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. One because of the Deflection of the carrier hanging outward door is moved when closing against the door frame or other sliding door and erected upon further action of sufficiently strong drive. Due to the point of contact of the door leaf with the door frame or another door leaf and the driving force acting on it, a torque acts on it. 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 nur einem Führungswagen für einen Türflügel;

Fig. 4

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

Fig. 5

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

Fig. 6

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

Fig. 7

das Führungssystem aus Fig. 1 im Querschnitt;

Fig. 8

das Führungssystem aus Fig. 1 im Längsschnitt;

Fig. 9

wie Fig. 8, nur mit einem elastischen Element zwischen Konsole und Gegenhalter;

Fig. 10

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

Fig. 11

ein Gelenk mit mehrdimensional gewölbten Wälzflächen und

Fig. 12

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 carrier of the sliding door module / sliding door module with only one carriage for a door leaf;

Fig. 4

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

Fig. 5

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

Fig. 6

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

Fig. 7

the leadership system Fig. 1 in cross-section;

Fig. 8

the leadership system Fig. 1 in longitudinal section;

Fig. 9

as Fig. 8 , only with an elastic element between console and counterholder;

Fig. 10

a joint with generally cylindrical Wälzflächen with successive transverse axes;

Fig. 11

a joint with multidimensionally curved rolling surfaces and

Fig. 12

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.

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 FIGS. 6 and 7 ). 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 as a fixed bearing 7 and the right bearing point designed 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 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. Through 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 in black and form with the rail the outermost contact points 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 (in this case 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 x are shown. Preferably, the bearing points 12 and 13 are placed at the Bessel points, for which x≈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 profiled rails spaced apart from each other. 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 only a comparatively long guide carriage 4 is provided instead of two guide carriages. In general, such an arrangement allows lower deflections than an arrangement according to the Figures 1 and 2 , However, clamping the linear guide can be avoided if tolerant guide 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 5 and 7 ) are generally relatively resistant to tension and can therefore be used well for a sliding door module / sliding door module 1.

In a further variant, it is also possible to provide a plurality of (in particular two) guide carriages 4 which touch one another. The total length of the arrangement then corresponds to the sum of the lengths of the individual guide carriages 4 Fig. 3 illustrated arrangement, such a subdivision into individual guide carriages 4 but the advantage that they tilt against each other and so can better follow a deflection of the carrier 3. Nevertheless, these arrangements remain compact in outer dimensions.

In an advantageous variant of the sliding door module / sliding sliding door module 1, a drive for the door leaves 2 is dimensioned such that the deflection y1, y2 of the carrier 3 is reduced when closing the door 2. Fig. 4 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 leaves 2 are pressed together due to the leverage effect with a high force and act in terms of the vibration behavior as a single door 2 with double mass and correspondingly lower resonance frequency. 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. 5 Now shows another 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. 5 For this purpose, pivot bearing 14 is shown on both guide carriages 4. In addition, the shows Fig. 5 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 Figure 5 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 FIGS. 6 and 7 now show an exemplary guide system for a sliding door module / sliding door module in a more detailed representation in an oblique view ( Fig. 6 ) as well as in the oblique section ( Fig. 7 ). 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. 6 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. 6 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. 6 is good to see that in this example two linear guides are provided, wherein a first rail 15 is mounted on the upper side of the carrier 3 and a second rail 15 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. 6 Also, that the cross member 5 and 6 brackets of the lower and upper linear guide in this example, substantially identical and designed by 180 ° to a horizontal and normal to the rail 15 aligned axis are rotated. 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. 7 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. 7 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. 7 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. 7 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. 7 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. 8 and 9 show now two detailed embodiments for a pivot bearing 14 (see also Fig. 5 ).

The Fig. 8 shows a section BB, 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 pivot or pivot bearing 14th is formed with two rolling surfaces rolling on each other. 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 leaf 2 can thus be rotated about a substantially horizontal and transverse to the sliding direction of rotation 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. 8 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. 9 shows a variant of the guide system, the in Figure 8 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 is bolted to the anvil 20 to 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. 9 illustrated example, the anvil 20 has no convex portion, but of course it is also conceivable that he as in Fig. 8 is shown formed, whereby a rolling of the rolling surfaces is facilitated.

In principle it is for those in the Fig. 9 shown arrangement sufficient when the cross member 5 can move relative to the anvil 20 translational. In a variant the Indian Fig. 9 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 8 and 9 illustrated joints allow a rotation of the cross member 5 relative to the rail 15 about a substantially horizontally and transversely directed to the sliding axis of rotation, the joints shown by appropriate arrangement also for rotation about a vertical axis of rotation or aligned about a substantially parallel to the sliding direction Rotary axis can be provided.

Fig. 10 shows very simplified a pivot 14 that allows rotation about two axes of rotation. 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.

Fig. 11 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 to known sliding door modules / sliding sliding door modules, a carrier 3, on which the rail 15 is attached, Therefore be made relatively fragile, since the door 2 always remains smooth despite a deformation of the rail 15 and damage in storage between carriage 4 and rail 15 are avoided. In addition, with appropriate design of the hinge 14, the provision of the bolt 17 can be dispensed with, that is, the rotation of the door leaf 2 about an axis extending in the longitudinal direction of the support 3 can - at least in a certain angular range - are also taken over by the hinge 14. In the Fig. 10 For this purpose, it is also possible to provide a (further) rolling surface which allows rotation about the said longitudinal axis.

The in the FIGS. 8 to 11 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. 10 and 11 ). If the rail 15 such as in the Fig. 6 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. 8 and 9 arrangements shown, said extension can be arranged in particular laterally on the carriage 4, in which in the Figures 10 and 11 shown arrangements in particular extend in the longitudinal direction.

In general, vertical deflections of the rail 15 can be compensated for by allowing a rotation of the bracket 6 relative to the rail 15 about a substantially horizontally and transversely aligned to the sliding axis rotation, horizontal deflections by allowing rotation about a substantially vertically oriented axis of rotation and twisting of the rail 15 by allowing a rotation about a substantially parallel to the sliding direction aligned axis of rotation.

In general, rotations about several axes can be achieved by means of single pivot joints connected in series (cf. Fig. 5 and 7 ) and / or be realized by hinges that allow rotations about multiple axes (see Fig. 10 and 11 ). 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 is the joints, as indicated in the above examples, although 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. 12 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

f

guide length

G

Total guide length

M

torque

x

indent

y1

maximum deflection of the beam (absolute)

y2

Deflection of the carrier between guide carriages / guide carriages

Claims (18)

1. Sliding door module/pivotable sliding door module (1) for a rail vehicle, comprising:

   - at least one door panel (2),

   - a carrier (3) orientated along the sliding direction of the door panel (2), which in particular is fitted so that it can be moved horizontally in the direction transverse to its length, and

   - a linear guide with a profiled rail (15) and at least one guiding carriage/guiding slide (4), wherein the profiled rail (15) is fixed on the carrier (3) or forms part thereof in the form of a profiled area, wherein the at least one guiding carriage/guiding slide (4) is fitted onto the profiled rail (15) and wherein with the help of the at least one guiding carriage/guiding slide (4) the door panel (2) is fitted so that it can slide,

   characterised in that
   the maximum static deflection (y1) of the carrier (3) relative to its bearing points (7, 8, 12, 13) when the door panel (2) is open in the range of a clear door width LW of 800 mm to 2300 mm amounts to at least $$y1=\mathrm{0,007}\cdot \left(e^{\left(\frac{\mathit{LW}}{800}\right)}-1\right)$$

   

   millimetres per kilogram of door panel weight.
2. Sliding door module/pivotable sliding door module (1) according to Claim 1,
   characterised in that
   the linear guide is in the form of a linear roller guide, such that the at least one guiding carriage (4) is mounted on the profiled rail (15) by means of rotating roller elements (9).
3. Sliding door module/pivotable sliding door module (1) according to Claims 1 or 2,
   characterised in that
   the maximum static deflection (y2) of the carrier (3) between the outermost contact points (10, 11) of the guiding carriage/guiding slide (4) that supports the door panel (2) with the profiled rail (15) when the door panel (2) is open, amounts to at least 0.5 mm.
4. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 3,
   characterised by
   a plurality of separate guiding carriages/guiding slides (4), in particular a distance apart from one another in the sliding direction of the door panel (2), associated with only one door panel (20.
5. Sliding door module/pivotable sliding door module (1) according to Claim 4,
   characterised in that
   the guiding lengths (f) of the guiding carriages/guiding slides (4) add up to at most half as much as the distance (g) between the said contact points (10, 11).
6. Sliding door module/pivotable sliding door module (1) according to Claims 4 or 5,
   characterised in that
   the guiding carriages/guiding slides (4) are connected with one another solidly or in an articulated manner to a cross-member (5) or articulated to the door panel (2).
7. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 6,
   characterised in that
   relative to its length, the carrier (3) is mounted essentially at its end points.
8. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 6,
   characterised in that
   relative to its length, the carrier (3) is mounted essentially at its Bessel points.
9. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 8,
   characterised in that
   one of the bearing points (7, 12) of the carrier (3) is a fixed bearing and the other bearing point or bearing points (8, 13) is/are in the form of a floating bearing.
10. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 9,
    characterised in that
    in cross-section the carrier (3) is higher on both sides of the profiled rail (15) than it is in the area of the profiled rail (15).
11. Sliding door module/pivotable sliding door module (1) according to Claim 10,
    characterised in that
    in cross-section, on its upper and lower side the carrier (3) has a ridge laterally relative to the profiled rail (15).
12. Sliding door module/pivotable sliding door module (1) according to Claims 10 or 11,
    characterised in that
    the carrier (3) has an essentially H-shaped or X-shaped or T-shaped cross-section.
13. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 12,
    characterised in that
    in the area of its neutral bending fibre the carrier (3) has a hollow space.
14. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 13,
    characterised by
    two linear guides, wherein a first profiled rail (15) is fitted on the upper side of the carrier (3) and a second profiled rail (15) is fitted on the underside of the carrier (3).
15. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 14,
    characterised in that
    the profiled rail (15) has an essentially C-shaped or U-shaped cross-section, and the guiding carriages/guiding slides (4) are fitted between the opposite end arms of the C-shaped or U-shaped cross-section.
16. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 15,
    characterised in that
    the roller elements (9) are arranged in a single row between an end arm of the profiled rail (15) and the guiding carriage (4).
17. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 16,
    characterised in that
    a drive unit for the door panel (2) is of a size such that the deflection of the carrier (3) when the door panel (2) is closed, is reduced.
18. Sliding door module/pivotable sliding door module (1) according to any of Claims 1 to 16,
    characterised in that
    the door panel (2) is mounted so that it can pivot about an axis that extends in the longitudinal direction of the carrier (3).

Images