EP3064696B1 - Vehicle door drive for a bus - Google Patents

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to a vehicle door drive for a bus, in which an actuator is coupled via a coupling mechanism with a vehicle door. Furthermore, the invention relates to a new use of a known drive. Such a vehicle door drive is off EP 2 752 546 A2 known.

STATE OF THE ART

The state of the art with regard to vehicle door drives is, for example, the patent applications DE 10 2012 107 527 A1 . DE 10 2012 103 638 A1 . EP 12 180 508 A2 . DE 10 2011 001 003 A1 . DE 10 2011 001 478 A1 . DE 10 2010 002 625 A1 . DE 10 2008 034 994 A1 . DE 10 2008 011 315 A1 . DE 10 2006 031 477 A1 . DE 36 30 229 A1 ; EP 2 698 547 A2 and EP 2 184 431 A1 refer to.

• Einerseits soll eine Fahrzeugtür eine möglichst große Breite besitzen, damit ein bequemes Ein- und Aussteigen aus dem Bus, unter Umständen auch für mehrere Personen gleichzeitig und/oder mit sperrigen Gegenständen oder einem Kinderwagen, möglich ist. Während grundsätzlich bereits für die Verschließung der Einstiegsöffnung über zwei gegenläufig bewegte Fahrzeugtüren eine verhältnismäßig große Breite besitzen muss, erfordert die Schließung der Einstiegsöffnung mit lediglich einer Fahrzeugtür eine noch größere Breite der Fahrzeugtür.
• Andererseits erfordern die Bauraumbedingungen, dass der für das Öffnen und Schließen der mindestens einen Fahrzeugtür zuständige Fahrzeugtür-Antrieb möglichst klein bauen soll, was insbesondere hinsichtlich der axialen Baulänge gilt. Findet bspw. eine fluidische Kolben-Zylinder-Einheit für den Fahrzeugtür-Antrieb Einsatz, entspricht der Stellweg der Kolben-Zylinder-Einheit dem Öffnungs- und Schließhub der Fahrzeugtür, welcher wiederum ungefähr der Breite der Fahrzeugtür entspricht. Somit ist für ein angestrebtes kleines Einbauvolumen des Fahrzeugtür-Antriebs eine möglichst kleine Breite der Fahrzeugtür von Vorteil.

There may be a draw conflict in the design of vehicle door drives for a bus:

• On the one hand, a vehicle door should have the widest possible width, so that a comfortable entry and exit from the bus, possibly for several people at the same time and / or with bulky items or a stroller, is possible. While in principle already for the closure of the manhole over two counter-rotating vehicle doors must have a relatively large width, the closure of the manhole with only a vehicle door requires an even greater width of the vehicle door.
• On the other hand, the space requirements that the responsible for the opening and closing of the at least one vehicle door vehicle door drive possible should build small, which is particularly true in terms of axial length. If, for example, a fluidic piston-cylinder unit is used for the vehicle door drive, the travel of the piston-cylinder unit corresponds to the opening and closing stroke of the vehicle door, which in turn corresponds approximately to the width of the vehicle door. Thus, the smallest possible width of the vehicle door is advantageous for a desired small installation volume of the vehicle door drive.

In order to use a small size for a vehicle door drive, usually used instead of piston-cylinder units as actuators in vehicle door drives, for example, electric drives use, which bring about a spindle drive in a compact design, the opening and closing movement of the vehicle door.

The non-generic document US 3,863,390 relates to a drive for a door for a hot metal furnace. Due to the high-acting temperatures, such doors are subject to faults. The drive must be able to reliably move the door regardless of any distortions or bulges. Furthermore, there is a requirement for such ovens that in the event of failure of the drive, the door must be able to be actuated in other ways. As is known in US 3,863,390 described that such doors are moved by means of a driven sprocket and a chain, which must be arranged at a position away from the opening of the furnace so as not to expose it to the heat and the flame of the furnace. As a result, the design options by the drive and the location of the arrangement of the chain and the sprocket are severely limited. US 3,863,390 proposes to use in a drive for a door of a furnace, a double-acting cylinder, which is to be arranged laterally of the vehicle door. At the both sides of a cylinder housing slidably exiting cylinder rod a roller is rotatably mounted in each end. A flexible chain or cable is attached to one end portion of the cylinder housing, then looped around both rollers and secured to the other end portion on the other side of the cylinder housing. Furthermore, the chain or the cable is attached to a door of the oven via a clamp. As an alternative to the movement of the piston rod via a double-acting cylinder, a common movement of the rollers can take place via an electric, hydraulic or pneumatically actuated cylinder. It is also possible to design the drive as a rack and pinion drive.

The pamphlets FR 2 950 922 A1 and WO 98/15486 A1 use a basically corresponding drive for a telescopically extendable garden gate or a door of an elevator.

OBJECT OF THE INVENTION

The present invention has for its object to provide a compact vehicle door drive for a bus. Furthermore, the invention has for its object to propose a new use of a known drive.

SOLUTION

The object of the invention is achieved with the features of the independent claims. Further preferred embodiments according to the invention can be found in the dependent claims.

DESCRIPTION OF THE INVENTION

The invention proposes that the actuator of the vehicle door drive is coupled via a coupling mechanism formed with a traction mechanism with a vehicle door. Here, the traction mechanism according to known tension means drives, which are also referred to as Umschlingungsgetriebe be formed. Can be used in the invention, any traction means, in particular a rope, which may consist of individual or twisted natural fibers, synthetic fibers or wires, a chain, a belt with any longitudinal and cross-sectional geometry u. Ä., to name just a few non-limiting examples. Furthermore, at least one roller is used in the traction mechanism, which is looped around by the traction means, whereby in the context of the invention a "roller" is also understood to mean a disc, for example for a traction means designed as a belt.

According to the invention, the actuator is coupled to the axis of rotation of a roller such that an actuation stroke or actuation path of the actuator (directly or with the interposition of further components or geared connections) brings about a displacement of the axis of rotation of the roller. The traction device wraps around the roller, which is for any angle of wrap, for example, from 180 ° or even 180 ° + nx 360 ° (n = 1, 2, 3, ...), which may be the case. The traction means forms a Zugtrum. The pulling strand extends on one side of the roller from a location of separation of the roller to an articulated member connected to the vehicle door. With the pulling force applied to the linkage by the pulling strand, an opening or closing force of the vehicle door can thus be brought about. On the other side (ie in particular on the side with respect to the axis of rotation of the roller, which faces away from the tensioning line), the roller has a momentary pole.

Basically, for the actuation of the actuator and thus the actuation of the vehicle door, the roller performs a movement which is a superimposition of a translation and a rotation. The instantaneous pole corresponds to a location with regard to which the movement of the roller can be represented as a pure rotation. In this case, in the context of the invention, the instantaneous pole can lie in the area of the roller or else outside the same, as long as it is arranged on the side facing away from the tensioning element (or the separation point of the tensioning element from the roller). Without this necessarily being the case, for a particular embodiment of the invention, the instantaneous pole has the same distance from the axis of rotation of the roller as the separation location of the traction element on the roller, in which case the instantaneous pole and the abovementioned separation point can be arranged diametrically opposite to the roller ,

The use of the roller with the not in the invention not stationary, but moved by the actuator axis of rotation causes the actuation of the actuator of the Zugweg of the traction and thus the operating stroke of the Anlenkorgans and the movement of the vehicle door can differ. Thus, with the traction mechanism according to the invention, a translation can take place in such a way that with a small actuating travel of the actuator, a relatively large pulling path of the traction arm and thus a relatively large movement of the vehicle door can be brought about. For a given opening and closing stroke of the vehicle door, the axial size of the vehicle door drive and thus the installation space for the vehicle door drive in the bus can thus be reduced according to the invention. The explained translation results in that the actuating force of the actuator is reduced, so that the tensile force acting in the Zugtrum and the vehicle door opening or closing force is smaller than the actuation force of the actuator. In the context of the invention has been recognized, however, that this u. U. can be compensated in a simple manner by a stronger training of the vehicle door drive despite the reduced axial size, for example, in the case of the use of a piston-cylinder unit by greater dimensioning of the effective fluidic loading surfaces.

A specification of the translation of the actuation path and the reduction of the actuation force can be done by constructive specification of the position of the instantaneous pole. For the special case of the position of the instantaneous pole with the same distance from the axis of rotation of the roller as the distance of the point of application of the traction element to the roller, but when the instantaneous pole is arranged diametrically opposite to this point of application of the traction path, the actuation travel of the actuator is doubled to the traction path of the traction element, in which case, the operating force of the tensioning passage is halved with respect to the actuating force of the actuator.

According to the invention, the articulation element executes a translational movement. With this movement of the Anlenkorgans (and thus ultimately the actuation of the actuator), another pivot point of the vehicle door moves along a curved guide, said curved guide has at least one component of movement in the vehicle transverse direction. By the movement of the further articulation point of the vehicle door along the curved guide is made possible that the vehicle door with translational movement of the articulation member performs not only a pure sliding movement, but rather a pivot-slide movement. This can be used advantageously to move the vehicle door initially from a closed position with the movement with a transverse component out of the manhole to the outside and / or obliquely and then then move the vehicle door on an outer wall of the vehicle over, until this is their open position has reached.

In an alternative or cumulative embodiment of the invention, the movement of the traction mechanism is coupled at least over a partial stroke via a coupling rod and an actuating lever with a rotary column. In this case, the movement of the traction mechanism drive leads to a rotation of the rotary column. This can be integrated into the invention in itself suspensions for a vehicle door, in which a rotary column is used.

For the provision of the Momentanpols the role there are many possibilities in the invention. For an embodiment according to the invention, the roller is guided by a rolling movement of the roller along a guide track, so that in this case the instantaneous pole lies in the contact region of the roller with the guide track. To only one To name a possible example, the roller may have a toothing (whose distance from the axis of rotation may correspond to the distance of the separation point of the traction or may deviate therefrom), which rolls on a rack providing the guideway.

For another proposal of the invention is for forming the instantaneous pole, a traction means, in which it may be a separate to the traction forming the traction means or the same traction means present. This traction means forms for this embodiment a Stütztrum, which extends on the other side of the roller to a support. The support strand thus does not move with the actuation of the actuator. Rather, as the roller moves, the length of the support strand between the support and the roller increases. It is basically possible that the support moves. Preferably, however, the support is immovable or fixed to the vehicle frame during the opening and closing movement.

In principle, it is possible that only one roller is present and the pulling strand acts exclusively either in the opening direction of the vehicle door or in the closing direction of the vehicle door. In this case, a reversal of the direction of movement of the actuator would cause that the traction means would be subjected to a compressive force, which is not possible with a traction means. Thus, no movement of the vehicle door in the opposite direction could be brought about for this embodiment by means of the actuator. Rather, for this embodiment, the return movement in other ways, for example by a further actuator or by means of a spring device which is acted upon by the movement by the actuator, be brought about. In a particular embodiment of the invention, another role is present. The actuator is also coupled to the axis of rotation of the further role such that an actuation stroke of the actuator causes a displacement of the axis of rotation of this further role. Preferably, the axes of rotation of the two rollers in this case complete the same actuation path with the same sense of direction. The other role is wrapped by another traction device. The further traction means forms a further Zugtrum, which extends on one side from the other role to the articulation member for the vehicle door. The other role has on the side facing away from the Zugtrum a Momentanpol. In this case, the traction and the other Zugtrum act in the opposite direction, so that in each case a Zugtrum is responsible for the opening movement of the vehicle door, while the other Zugtrum is moved back during this opening movement. By contrast, the other Zugtrum responsible for the closing movement of the vehicle door, while during the Closing movement of the first Zugtrum can be moved back again. By virtue of this embodiment according to the invention, despite the transmission of the actuating forces via the traction means, a movement in opposite directions of movement, that is to say in the opening direction and in the closing direction, can be brought about.

In principle, any actuator can be used as an actuator for the movement of the roller and / or the further roller. According to a particular proposal of the invention, the actuator is formed with a fluidic piston-cylinder unit. In this case, the (at least one) piston rests while the housing forming the cylinder is moved with fluidic admission. In this case, for example, there is a drive unit in the form of a piston-cylinder unit and a fluidic control circuit acting on it, as is the case in principle in the document EP 2 752 546 A2 are described. The invention proposes that in this case the housing is designed to be multifunctional by the roller and the other role (directly or indirectly) are rotatably mounted relative to the housing of the piston-cylinder unit.

In a further development of the invention, it is proposed that the movement of the rotary column caused by the movement of the traction mechanism drive results in the movement of the further articulation point of the vehicle door along the curved guide.

In principle, it is possible that the rotary column is used primarily for a guidance of the vehicle door, for example also with the bringing about of a movement component transversely to the vehicle's longitudinal axis. For a further proposal of the invention, the rotary column is designed to be multifunctional in that, with its rotation in view of the movement of the traction mechanism drive, it also actuates and / or releases locking elements for locking the vehicle door. Such a locking of the vehicle door is required, for example, to reliably lock the vehicle door while driving in order to avoid an accidental opening, with which a passenger could also fall out of the vehicle. On the other hand, as a result of the aerodynamics of the vehicle while driving to pressure fluctuations, which act on the vehicle door. Without locking the vehicle door could lead to a "flutter" of the vehicle door, which can be avoided by means of the lock according to the invention.

Perhaps the detection of the movement of the vehicle door and thus also of the traction mechanism is of interest. This can be done for the purpose of the opening or closing state of To detect vehicle door to detect whether a person or an object is trapped in the vehicle door to make the control of the actuator to slow down a movement of the vehicle door with approach to an end position u. Ä. The invention proposes that the movement of the traction mechanism is accompanied by a movement detected by a sensor. This sensor can be based on any measuring principle and, for example, detect a travel, an actuating speed, a positioning angle or an angular velocity.

In a preferred embodiment of the invention, a sensor element of the sensor is coupled via a spindle nut with a stationary spindle rod. With the movement of the traction mechanism drive the spindle nut is moved. The movement of the spindle nut is converted in the manner of a spindle drive into a rotation of the spindle nut and a sensor element connected thereto. This rotation of the sensor element can then be detected by the sensor. Thus, the movement of the vehicle door can be detected via a simple rotation angle sensor or rotational angular velocity sensor. Depending on the design of the spindle drive, a predetermined dependence of the movement of the traction mechanism drive or the movement of the spindle nut relative to the rotation of the sensor element can be generated, whereby influencing the measurement accuracy and / or optimized utilization of the measuring range of the sensor can be ensured.

Another solution to the problem underlying the invention is the use of a drive of the type described above for a vehicle door drive for a bus to drive a pan-sliding door.

Advantageous developments of the invention will become apparent from the claims, the description and the drawings. The advantages of features and of combinations of several features mentioned in the description are merely exemplary and can take effect alternatively or cumulatively, without the advantages having to be achieved by embodiments according to the invention. Without thereby altering the subject matter of the appended claims, as regards the disclosure of the original application documents and the patent, further features can be found in the drawings, in particular the illustrated geometries and the relative dimensions of several components and their relative arrangement and operative connection.

The features mentioned in the patent claims and the description are to be understood in terms of their number that exactly this number or a greater number than the said number is present, without requiring an explicit use of the adverb "at least". For example, when talking about an element, it should be understood that there is exactly one element, two elements or more elements. These features may be supplemented by other features or be the only characteristics that make up the product in question.

The reference numerals contained in the claims do not limit the scope of the objects protected by the claims. They are for the sole purpose of making the claims easier to understand.

BRIEF DESCRIPTION OF THE FIGURES

Fig. 1 bis Fig. 5

zeigt unterschiedliche Prinzipskizzen eines Fahrzeugtür-Antriebs.

Fig. 6

zeigt einen Fahrzeugtür-Antrieb für eine Schwenk-Schiebe-Tür eines Busses in einer Schließstellung in räumlicher Ansicht schräg von oben.

Fig. 7

zeigt den Fahrzeugtür-Antrieb gemäß Fig. 6 in der Schließstellung in einer Vorderansicht bei Blickrichtung in Fahrzeugquerrichtung nach außen.

Fig. 8

zeigt den Fahrzeugtür-Antrieb gemäß Fig. 6 und 7 in der Schließstellung in einer Draufsicht.

Fig. 9

zeigt den Fahrzeugtür-Antrieb gemäß Fig. 6 bis 8 in einer Öffnungsstellung in einer Draufsicht.

Fig. 10

zeigt einen Horizontalschnitt durch den Fahrzeugtür-Antrieb gemäß Fig. 6 bis 9 in der Schließstellung.

Fig. 11

zeigt in einem Horizontalschnitt ein vergrößertes Detail des Fahrzeugtür-Antriebs gemäß Fig. 6 bis 10 in der Schließstellung.

In the following the invention will be further explained and described with reference to preferred embodiments shown in the figures.

Fig. 1 to Fig. 5

shows different schematic diagrams of a vehicle door drive.

Fig. 6

shows a vehicle door drive for a pan-sliding door of a bus in a closed position in a spatial view obliquely from above.

Fig. 7

shows the vehicle door drive according to Fig. 6 in the closed position in a front view when looking in the vehicle transverse direction to the outside.

Fig. 8

shows the vehicle door drive according to Fig. 6 and 7 in the closed position in a plan view.

Fig. 9

shows the vehicle door drive according to Fig. 6 to 8 in an open position in a plan view.

Fig. 10

shows a horizontal section through the vehicle door drive according to Fig. 6 to 9 in the closed position.

Fig. 11

shows in a horizontal section an enlarged detail of the vehicle door drive according to Fig. 6 to 10 in the closed position.

DESCRIPTION OF THE FIGURES

Fig. 1 schematically shows a vehicle door drive 1. The vehicle door drive 1 has an actuator 2. The actuator 2 forms directly an actuator 3 or is (directly, indirectly or drivingly) coupled to an actuator 3. The actuator 3 is guided here via guides 4a, 4b such that the actuator 3 in an Fig. 1 performs horizontal translatory movement. Depending on the actuation of the actuator 2, actuation forces along the said degree of freedom can thus act on the actuation member 3, and a movement of the actuation member 3 can be brought about by the actuator along the translatory degree of freedom. Opposite the actuator 3 is in a joint 5, which defines a rotation axis 6, which is vertical to the plane according to Fig. 1 oriented, a roller or disc 7 (hereinafter simplified only "roller 7") rotatably mounted. A pulling means 8, which may be a rope 9 or a belt, is looped around the running surface of the roller 7. One end of the traction means 8 is articulated on a support 10. Preferably, the linkage 10 is fixed to a frame of the bus. The other end of the traction means 8 is articulated to a link 11. The articulation member 11 is guided via a guide 12. The part region of the traction means 8 extending between a detachment location 17 of the traction path of the roller 7 and the articulation element 11 forms a traction element 13, while the partial region of the traction means 8 extending between the roller 7 and the support 10 forms a supporting strand 14.

For the illustrated embodiment, the wrap angle is nx 360 ° + 180 ° with n = 0, 1, 2, ... The Zugtrum 13 leaves at the transfer location 17, the roller 7 in a 12:00 o'clock position, while the Stütztrum 14th diametrically opposite in the range of 6:00 o'clock position of the roller 7 is supplied. The Zugtrum 13 and the Stütztrum 14 are parallel to each other and oriented to the predetermined by the guide 4 degree of freedom of the actuator 3 or the actuating direction of the actuator 2. Also possible are different arbitrary orientations of the traction 13, the Stütztrums 14, the degree of freedom and the direction of actuation of the actuator 3 or the actuator 2. (To name just one example, the movement of the Anlenkorgans 11 along the guide not as in Fig. 1 shown parallel to the operating direction of the actuator 3 and parallel to the Zugtrum 13 and the Stütztrum 14 done. Rather, the guide 12 can also guide the articulation element 11 along an inclined straight-line or curved guideway.)

The articulation element 11 is articulated directly or indirectly on a vehicle door of a bus, so that the movement of the articulation element 11 correlates with or corresponds to the movement of the vehicle door, at least in one subarea. Preferably, the link 11 is articulated directly to the vehicle door, so that the movement of the link 11, which by the vehicle door drive 1 according to Fig. 1 caused coincides with the movement of a reference point of the vehicle door. It is possible that the generated opening and closing forces for the vehicle door exclusively or primarily by the in Fig. 1 shown components of the vehicle door drive 1 caused. But it is also possible a complementary influence on other actuators, spring devices u. Ä. takes place. For example, the articulation member 11 can be acted upon by a spring over the entire travel so that the Zugtrum 13 and the Stütztrum 14 are stretched and the traction means is pressed against the lateral surface of the roller 7.

As a result of the articulation of the support strand 14 on the support 10, the support strand 14 does not move with a movement of the actuating member 3. Rather, the roller 7 "rolls" on the support strand 14 with successive extension or shortening of the support strand 14. During this rolling movement, the 6:00 o'clock position of the roller 7 forms in the region where the support strand 14 rests against the roller 7 , a mitwandernden instantaneous 15. This movement of the roller 7 is caused by a Betätigungsweg 16 of the actuator 3 or the actuator 2, which also corresponds to the displacement of the axis of rotation 6 of the roller 7. The rolling movement of the roller 7 about the instantaneous pole 15 with the actuating travel 16 in the region of the axis of rotation 6 has the consequence that the transfer point 17 of the traction means 8 is moved by the roller 7 about a pulling path 18. In this case, the pulling path 18 has the same sense of direction as the actuation path 16. The pull 18 is twice as large as the actuation path 16. About the Zugtrum 13 of the drawbar 18 is also on the articulation member 11 and thus to the Car door transferred. With the traction means 8 and the roller 7 and their storage in the region of the joint 5 on the actuating member 3, a traction mechanism drive 19 is formed. This allows a transmission or reduction of the actuation path 16 of the actuator 2 to the pulling path 18 and thus the vehicle door. For the illustrated embodiment can be done by using the traction drive 19, a doubling of the actuating travel 16 to the pulling path 18.

For the in Fig. 2 illustrated embodiment, the instantaneous pole 15 of the traction mechanism drive 19 is not provided by a stationary Stütztrum 14 and the articulation thereof to the support 10. Rather, here is the leadership of the roller 7 in order to form the instantaneous pole 15 via a guide track 20, which is designed here as a kind of rack 21 which meshes with an external toothing 22 of the roller 7. In this case, the end of the traction means 8 facing away from the articulation element 11 is fastened to the roller, wherein the traction means 8 preferably wraps around the roller 7 several times. For the illustrated embodiment, the outer teeth 20 of the roller 7 and the peripheral surface on which the traction means 8 is supported on the roller 7, the same diameter, but it is also possible that the diameter of the outer teeth 22 is greater or smaller than the effective surface of the Role 7 with regard to the train 13 (see also the following remarks to Fig. 3 ).

Further design options for the translation of the actuation path 16 to the Zugweg 18 arise when the instantaneous 15 on the one hand and the Ablöseort 17 on the other hand have different distances from the axis of rotation 6: For the illustrated embodiment, the roller 7 with two active surfaces 23, 24 is formed. The active surface 23 has a radius r (see reference numeral 25) while the active surface 24 has a radius R (see reference numeral 26). A first traction means 8a fastened in an end region to the roller 7 is looped around the active surface 23 and extends from the detachment location 17 to form the traction arm 13 to the articulation member 11. Another traction means also fastened to the roller 7 wraps around the roller 7 around the active surface 24 and extends from the instantaneous pole 15 to form the support strand 14 to the support 10. In this case, the path of travel 18 results from the product of the actuating path 16 with the quotient of (R + r) and R. For the illustrated Embodiment R> r, whereby the translation of the actuation path 16 to the Zugweg 18 is less than 2. If, on the other hand, R <r is selected, translations> 2 can also be effected.

For the embodiments Fig. 1 to 3 It was assumed that the support 10 for the support strand 14 or the guide track 20 or rack 21 is fixedly attached to the frame of the vehicle. It is also quite possible that the support 10 is also moved with a support path 27 at least during a partial movement of the actuating member 3 (cf. Fig. 4 ). In this case, the instantaneous pole 15 is not located at the point of the roller 7, on which the support strand 14 rests against the roller. Rather, the instantaneous pole 15 is then in the event that the Abstützweg 27 has the same direction as the actuating 16 below the roller, so with a greater distance from the axis of rotation 6 of the roller 7, while for opposite sense of direction of Abstützwegs 27 and the actuating path 16 of Momentanpol 15 between the location of the support strand 14 to the roller 7, that is arranged at a smaller distance from the axis of rotation 6.

Thus, by selecting the radii R, r and any movement of the support 10, possibly also a coupled movement of the support 10 via a suitable coupling kinematics with the actuating travel 16 of the actuator 2 or the actuator 3, the translation can be specified constructively. Under certain circumstances, even complex guide paths of the articulation member 11 and / or the support 10 and / or the actuator 3 can be used. Another possibility for influencing the translation and the force relationships is given by the design of the active surface (s) of the roller 7 with a non-circular, for example elliptical lateral surface.

According to the embodiments according to Fig. 1 to 4 can be caused in one direction only with the illustrated components of the traction drive 19, a movement of the vehicle door, since the traction means 8 can only transmit tensile forces on the articulation member 11 and thus on the vehicle door. This pulling direction of the traction means 8 can correlate with an opening or a closing movement of the vehicle door. For these embodiments, the movement of the vehicle door in the opposite direction by an actuator, not shown here, by a spring means against which the traction means 8 works o. Ä. To be effected, which then also the return movement of the roller 7 and the actuator 6 and, if necessary ., the actuator 2 is brought about. For a further embodiment of the invention according to Fig. 5 find two oppositely acting traction mechanism drives 19a, 19b use of which a traction drive 19a for the closing movement of the vehicle door (in Fig. 5 Movement of the link 11 to the right) is responsible, while the other traction drive 19b for the opening movement (movement of the link 11 in Fig. 5 to the left) is. In Fig. 5 are corresponding components of the two traction drives 19a, 19b with the same reference numerals, but complementary individualizing letters a, b for the two traction drives 19a, 19b, characterized. According to Fig. 5 are the respective end portions of the traction means 8a, 8b articulated on opposite sides of both the Anlenkorgans 11 and the support 10. The actuator 3 carries here in each case in the end regions of the rotatable about the axes of rotation 6a, 6b mounted rollers 7a, 7b. In order to enable a play-free mounting of the traction means 8a, 8b, an adjustment for the distance of the axes of rotation 6a, 6b may be present and / or an adjustment for the length of the traction means 8a, 8b be present. It is also possible that a spring element in at least one of the traction means 8a, 8b or in the region of the articulation of the same to the articulation member 11 or the support 10 is integrated.

The Fig. 6 to 11 show a structural design of a vehicle door drive 1, which basically according to the schematic diagram according to Fig. 5 is trained. In the figures, "x" denotes the vehicle longitudinal direction, while "y" indicates the vehicle transverse direction to the outside and "z" the vehicle vertical axis (direction upward).

The vehicle door drive 1 has a frame 28 with which it is attached to the frame of the vehicle or door frame of the bus above the entrance and exit opening. The frame 28 is formed with a holding plate 29 oriented in the transverse direction y, a mounting and adjusting housing 30 and a holding strut 31 extending in the vehicle longitudinal direction x and connecting the holding plate 29 to the mounting and adjusting housing 30. The guide 12 is here formed with a guide rod 32, which extends with a horizontal orientation at an acute angle, in particular in the range of 3 ° to 10 ° relative to the vehicle longitudinal direction x. An end region of the guide rod 32 is fixed, for example via a screw, to the retaining plate 29. The other end portion of the guide rod 32 is held on the mounting and adjustment housing 30 via an adjusting device 33. About the adjustment 33, the position of the associated end portion of the guide rod 32 can be adjusted both in the height direction z and in the vehicle transverse direction y, resulting in a small elastic and / or plastic deformation of the retaining plate 29, in particular a bending of the retaining plate 29 about the vehicle vertical direction z and / or twist around the vehicle transverse direction y of the holding plate 29, goes along.

As in particular in the Fig. 6 and 10 can be seen, the adjustment of the 33 associated end portion of the guide rod 32 is held on a guide body 34. An oriented in the vehicle transverse direction y bore of the guide body 34 extends in the direction of the vehicle transverse axis y oriented guide rod 35, whereby a guide of the guide body 34 is formed. If the guide body 34 is arranged at the correct axial position along the guide rod 35, this can be fixed, which takes place according to the illustrated embodiment, by the guide body 34 between two screwed with the guide rod 35 stop nuts 36, 37 is caught. In this way, first the position of the end region of the guide rod 32 in the vehicle transverse direction y (and thus also the angle of the guide rod 32 in the xy plane) can be predetermined by means of the adjusting device.

While the outwardly facing end portion of the guide rod 35 is held to the support bracket 31, the guide rod 35 has a vertical through hole 38 in the inner end portion. From the mounting and adjustment housing 30 located above the guide body 34 and the guide rod 35 via this extends, an adjusting screw 39, the head of which rests on the top of the mounting and adjusting housing 30 in the vehicle height direction z down through the through hole 34 therethrough. With the downwardly projecting end portion of the adjusting screw 39, a nut 40 is screwed. On the nut 40, the guide rod 35 is supported from above. By changing the screwing of the nut 40 with the adjusting screw 39, the end portion of the guide rod 35 and thus the guide body 34 and the associated end portion of the guide rod 32 can be raised or lowered in the vehicle height direction z. This can also be done adjusting the inclination angle of the guide rod 32 in the x-z plane.

After mounting the frame 28 on the bus can thus on the one hand adjusted by adjusting the stop nuts 36, 37 and the other by adjusting the nut 40 on the adjusting screw 39, the relative position and position of the guide rod 32 relative to the door frame and thus also guided on the guide rod vehicle door become.

During the opening and closing movement of the vehicle door operator 1, a guide carriage 42 moves along the guide rod 32. Attached to the guide carriage 42 is a downwardly and outwardly extending support arm 43 to which the vehicle door is fastened via a flange or hinge 44 can. With the guide carriage 42, the holding arm 43 and the flange 44, the articulation member 11 is formed, on which the traction mechanisms 19 a, 19 b attack.

• axial von einer Kolbenfläche des Kolbens 46,
• radial nach außen von der zylindrischen Innenfläche des Gehäuses 47, entlang welcher der Kolben 46 unter Abdichtung verschiebbar ist,
• axial durch die stirnseitigen Wandungen des Gehäuses 47 und
• radial nach innen durch die Kolbenstange 48

begrenzt.The movement of the articulation member 11 with the vehicle door along the guide rod 32 is caused by the actuator 2 with the associated traction mechanism drives 19a, 19b (see. Fig. 11 ). The actuator 2 is formed in this case as a fluidic piston-cylinder unit 45 in which a piston 46 rests while a cylinder forming housing 47 is moved depending on the fluidic loading of the piston-cylinder unit 45. With regard to the basic structure of such a piston-cylinder unit 45 with resting piston 46 is also on the document EP 2 752 546 A2 directed. A piston rod 48 with piston 46 held thereon is rigidly held on the frame 28 and oriented parallel to the guide rod 32. The piston rod 48 is held in an end region on the guide body 34 and held in another end region on a retaining plate 49, so that via the adjusting device 33 also the position and orientation of the piston rod 48 can be adjusted. The piston rod 48 extends under sealing through end-side bores 50, 51 of end walls of the housing 47, wherein the piston 46 supported by the piston rod 48 internally from the housing 47 on opposite sides of the piston 46 arranged control chambers 52, 53 separates. The control chambers 52, 53 are respectively

• axially from a piston surface of the piston 46,
• radially outward from the cylindrical inner surface of the housing 47, along which the piston 46 is slidable under seal,
• axially through the end walls of the housing 47 and
• radially inwardly through the piston rod 48

limited.

In Fig. 11 For example, the left control chamber 52 is shown in its maximum extension state while the right control chamber 53 has the minimum extension. Fluidic connections 54, 55 are connected by longitudinal channels of the piston rod 48 and radial outlet channels each with an associated control chamber 52, 53. A fluidic pressurization of the terminal 54 and a fluidic pressure relief of the terminal 55 has the consequence that the housing 47 from the in Fig. 11 shown position moves to the right Thus, the right control chamber 53 enlarges its axial extent by receiving fluid from the port 54, while discharging fluid from the control chamber 52 via the port 55. Thus, via a suitable fluidic control circuit depending on the fluidic loading of the terminals 54, 55, an actuation of the actuator 2 formed with the piston-cylinder unit 45, which is associated with the movement of the housing 47 relative to the piston rod 48.

On the housing 47, the rollers 7a, 7b are held in the two end regions. For the embodiment, this is done below the housing 47 with alignment of the axes of rotation 6a, 6b in the vehicle height direction z. The support 10 is here formed with a carrier 56 to which the two associated end portions of the traction means 8a, 8b are articulated and which is fixed to the retaining strut 31 ( Fig. 10 . 11 ). On the other hand, the other end regions of the traction means 8a, 8b (after looping of the rollers 7a, 7b with a wrapping angle of 180 °) are fastened to the guide carriage 42 via a clamping device 57.

The coupling rod 58 extends through a bore of the guide carriage 42. In the end region facing the disassembly and adjustment housing 30, the coupling rod 58 has a driver 59, here a nut 60. In the other end region is the coupling rod 58 articulated to an actuating lever 61 which is pivotally mounted about the vehicle vertical axis z relative to the frame 28. The actuating lever 61 is acted upon by a spring 62 in an open position. With movement of the guide carriage from the open position according to Fig. 9 slides for a partial stroke in the closing direction of the first guide carriage 42 along the coupling rod 58, without taking them. Reached the guide carriage 42 the driver 59, the guide carriage 42 takes the coupling rod 58 and thus also the actuating lever 61, until the closed position in accordance with Fig. 8 is reached. Coupled with the rotational movement of the actuating lever 61 is a rotational movement of a rotary column 63, which for the illustrated embodiment is effected by an outer toothing of the actuating lever 61, which meshes with a corresponding pinion 66 of the rotary column 63 (FIG. Fig. 7 ).

The operation of the vehicle door drive 1 according to Fig. 6 to 11 is as follows:
In an open position of the vehicle door, which in Fig. 9 is shown, the holding arm 43 and the flange 44 are displaced outwardly on the right edge of the manhole, so that the vehicle door is guided past the outer skin of the vehicle. Also, the rotary column 63 is located in the brought about by the spring 62 opening position. The housing 47 of the piston-cylinder unit 45 is in this open position in its right end position with minimal axial extent of the control chamber 52 and maximum axial extent of the control chamber 53rd

If the vehicle door is now to be closed, fluid is applied to connection 55 with simultaneous pressure relief of connection 54. As a result of the pressure increase in control chamber 52 and pressure reduction in control chamber 53, housing 47 moves to the left along the piston rod 48 in the figures. This is accompanied by an actuation of the traction mechanism drives 19a, 19b, which in turn has the result that the guide carriage 42 completes a traction path 18 which is twice as large as the actuation path 16 of the guide carriage 42.

In a first partial stroke of the closing stroke, the coupling rod 58 slides along the guide carriage 42 without entrainment thereof. Thus, the actuating lever 61 and the rotary column 63 remain in its open position. A guide of the vehicle door is carried out during this partial stroke both by the support arm 43 and the flange 44 and at a further suspension point of the vehicle door, which can be done there for example by a slotted guide. Towards the end of the closing movement of the driver 59 comes so effect that the guide carriage 42 via the driver 59, the coupling rod 58 entrains, whereby against the action of the spring 62, the pivoting of the actuating lever 61 and the rotary column 63 takes place. This actuation of the rotary column can be used for a variety of purposes, for example, to bring about a closing movement of the vehicle door in the vehicle transverse direction y to approach and close the door tightly on the access frame and / or for locking the vehicle door by locking elements coupled to the rotary column 63 effect ,

In the FIGS. 6 . 7 . 8th . 10 and 11 is shown in each case brought about in this way closed position.

Preferably, for the guidance of the guide carriage 42 relative to the guide rod 32, a recirculating ball guide is used.

Optionally, the vehicle door drive 1 may be equipped with a sensor device 64 for detecting the actuation path 16 or the pulling path 18. For the illustrated embodiment, the sensor device 64 is equipped with a spindle rod 65 which extends parallel to the piston rod 48 and is held correspondingly on the retaining plate 49 and the guide body 34. With the movement of the guide carriage 42, a spindle nut moved along with the guide carriage 42 rotates about the spindle rod 65. A sensor detects the angle of rotation of the spindle nut, so that the actuation path is converted into the movement of the guide carriage 42 in accordance with the inclination of the spindle rod 65, converting the rotation angle of the spindle nut 16 or train 18 can be determined.

If reference is made in the present application to an instantaneous pole 15, this is a momentary pole in a relative system moving with the vehicle.

LIST OF REFERENCE NUMBERS

1

Vehicle door drive

2

actuator

3

actuator

4

guide

5

joint

6

axis of rotation

7

Roll, disc

8th

traction means

9

rope

10

support

11

articulation member

12

guide

13

drive span

14

Stütztrum

15

instantaneous

16

actuating

17

Ablöseort

18

flyway

19

traction drive

20

guideway

21

rack

22

external teeth

23

effective area

24

effective area

25

Radius r

26

Radius R

27

bearing raceway

28

frame

29

Halteblech

30

Assembly and adjustment housing

31

holding strut

32

guide rod

33

adjustment

34

guide body

35

guide rod

36

stop nut

37

stop nut

38

Through Hole

39

adjustment

40

mother

42

guide carriage

43

holding arm

44

flange

45

Piston-cylinder unit

46

piston

47

casing

48

piston rod

49

Halteblech

50

drilling

51

drilling

52

control chamber

53

control chamber

54

connection

55

connection

56

carrier

57

chuck

58

coupling rod

59

takeaway

60

mother

61

actuating lever

62

feather

63

rotating column

64

sensor device

65

spindle rod

66

pinion

Claims (11)

1. Vehicle door drive (1) for a bus, with an actuator (2), which is able to be coupled with a vehicle door via a coupling mechanism of the drive (1), where the coupling mechanism is realized with a traction means drive (19), wherein

   a) the actuator (2) is coupled with the rotational axis (6) of a roller (7) of the drive (1) in such a way that an actuation displacement (16) of the actuator (2) induces a shift of the rotational axis (6) of the roller (7),

   b) a traction means (8) of the traction means drive (19) wraps around the roller (7),

   c) the traction means (8) forms a traction strand (13), which on one side of the roller (7) extends from the roller (7) to a linking means (11) connected to the vehicle door, and

   d) the roller (7) on its other side has an instant centre of rotation (15),

   e) the linking means (11) for the vehicle door moved with the traction means drive (19) undergoes a translational motion and with the translational motion of the linking means (11) a further hinging point of the vehicle door moves along a curved guide of the drive (1), in which way the vehicle door undergoes a swinging-sliding motion along with the translational motion of the linking means and/or the motion of the traction means drive (19) at least over a partial stroke is coupled to a rotary column (63) via a coupling rod (58) and an actuation lever (61).
2. Vehicle door drive (1) according to claim 1, characterised in that the roller (7) has an instant centre of rotation (15) on the other side because the roller (7) moves along a guiding path (20) with a rolling motion.
3. Vehicle door drive (1) according to claim 1, characterised in that the roller (7) has an instant centre of rotation (15) on the other side because the or a traction means (8) forms a supporting strand (14) which extends to a support (10) on the other side of the roller (7).
4. Vehicle door drive (1) according to one of the preceding claims, characterised in that two traction means drives (19a, 19b) effective in opposite directions are present, where one traction means drive (19a) is responsible for the opening motion of the vehicle door and the other traction means drive (19b) is responsible for the closing motion of the vehicle door.
5. Vehicle door drive (1) according to one of the preceding claims, characterised in that a further roller (7b) is present, where

   a) the actuator (2) is coupled to the rotational axis (6b) of the further roller (7b) in such a way that an actuation displacement (16) of the actuator (2) leads to a shift of the rotational axis (6b) of the further roller (7b),

   b) a further traction means (8b) wraps around the further roller (7b),

   c) the further traction means (8b) forms a further traction strand (13b), which on one side of the further roller (7b) extends from the further roller (7b) to the linking means (11) for the vehicle door, and

   d) the further roller (7b) on the other side has an instant centre of rotation (15b),

   where

   e) the traction strand (13a) associated with the roller (7a) is biased with a traction force for an opening motion of the vehicle door while the further traction strand (13b) associated with the further roller (7b) is biased with a traction force for the closing motion of the vehicle door.
6. Vehicle door drive (1) according to claim 5, characterised in that the actuator (2) comprises a fluidic piston-cylinder unit (45), in which the piston (46) is at rest and with a fluidic bias the housing (47) forming the cylinder is moved, where the roller (7a) and the further roller (7b) are each supported rotatably with respect to the housing (47) of the piston-cylinder unit (45).
7. Vehicle door drive (1) according to one of the preceding claims, characterised in that

   a) the linking means (11) for the vehicle door moved with the traction means drive (19) undergoes a translational motion and with the translational motion of the linking means (11) a further hinging point of the vehicle door moves along a curved guide, in which way the vehicle door undergoes a swinging-sliding motion along with the translational motion of the linking means, and

   b) the motion of the traction means drive (19) at least over a partial stroke is coupled to a rotary column (63) via a coupling rod (58) and an actuation lever (61) and

   c) the motion of the rotary column (63) caused by the motion of the traction means drive (19) results in the motion of the further hinging point of the vehicle door along the curved guide.
8. Vehicle door drive (1) according to one of the preceding claims, characterised in that

   a) the motion of the traction means drive (19) at least over a partial stroke is coupled to a rotary column (63) via a coupling rod (58) and an actuation lever (61) and

   b) the motion of the rotary column (63) caused by the motion of the traction means drive (19) actuates and/or releases locking elements for locking the vehicle door.
9. Vehicle door drive (1) according to one of the preceding claims, characterised in that the motion of the traction means drive (19) goes along with a motion sensed by a sensor device (64).
10. Vehicle door drive (1) according to claim 9, characterised in that a sensor element of the sensor device (64) is coupled to a spindle rod (65) via a spindle nut, where the spindle nut is moved with the motion of the traction means drive (19) and the motion of the spindle nut in the way of a spindle drive is converted into a rotation of the sensor element which is sensed by the sensor device (64).
11. Use

    a) of a drive with an actuator (2), which is coupled with a door via a coupling mechanism, where the coupling mechanism is formed with a traction means drive (19), where the actuator (2) is coupled with the rotational axis (6) of a roller (7) in such a way that an actuation displacement (16) of the actuator (2) leads to a shift of the rotational axis (6) of the roller (7), a traction means (8) wraps around the roller (7), the traction means (8) forms a traction strand (13), which on one side of the roller (7) extends from the roller (7) to a linking means (11) connected to the door, the roller (7) on its other side has an instant centre of rotation (15) and the linking means (11) for the door moved with the traction means drive (19) undergoes a translational motion and along with the translational motion of the linking means (11) a further hinging point of the door moves along a curved guide, in which way the door undergoes a swinging-sliding motion along with the translational motion of the linking means and/or the motion of the traction means drive (19) at least over a partial stroke is coupled to a rotary column (63) via a coupling rod (58) and an actuation lever (61),

    b) for a vehicle door drive (1) for a bus for driving a swinging-sliding vehicle door forming the door.

Images