EP3216959B1 - Carriage for a leaf for longitudinal movement of the leaf in a parallel situation - Google Patents

Description

The invention relates to a carriage for a wing for longitudinal movement of the wing in a parallel parked position according to the preamble of claim 1.

From the parked position, the sash is moved into an employed, parallel position in order to close the window or door. The wing moves using at least two carriages, each having at least two rollers, which traversably support the wing as it moves.

The claimed invention improves known carriages, which improvement contributes significantly to the fact that the claimed carriage has a lower overall height and a higher carrying weight for even taller and even heavier wings. Weights of up to 200 kg can be carried in the double version and up to 160 kg in the standard version. The rollers are large enough in relation to the housing of the carriage that accommodates them, so that smooth running can be achieved. They are covered and the entire carriage is operational despite its compact design with a considerable opening distance of up to 125 mm for the sash (in the parallel position).

Prior art solutions are particularly in the DE-A1 32 34 677 and related EP-B1 103 725 to be found in which two carriages with parking arms move a wing in a parallel parked position, and the employed position of the parking arm in the local Figures 4 and 5 will be shown. The deployment arm is bent and the control arm, there 19, is straight. The carriage itself has a leading control section, there 23, and can be locked in the closed position with a spring-loaded locking member 39, which acts on the deployment arm.

EP 916 794 A2 discloses a carriage for a sliding door that can be shut down in parallel, with an opening arm and a control arm, which can be latched along a curved guide with an angled end section.

Another solution is this EP-B1 201 717 , which with two elongated, rectilinear raising arms after there figure 5 is working. These two arms are pivotally mounted on a carriage and connected to one another by a coupling rod, 25 there. They also have the control section protruding forward from a carriage, there 21,22,23 in figure 3 , And triggering a locked position of a guide joint 21 to the control arm 19 is of a Recording realized above the running rail, in which the downwardly projecting guide pin 21 engages, cf. the first-mentioned publication by GU, there figure 4 with the projection 23 for controlling, the guide pin 21 projecting downwards and the receptacle 32, which is arranged in a bracket mounted on the window frame and is designed in such a way that the free end of the control arm comes to rest there at the moment when the lower end of the Latch bolt against an edge of the release gap or slot, there 32, strikes. The emergence of the local locking member 21 as a bolt that protrudes downwards allows the relative pivoting of the lower opening arm and the pivoting of the sash back against the fixed frame (frame), cf. Column 7, line 46 to column 8, line 23.

As far as there, as well as here, the wing is not only held, guided and moved by carriages at the lower edge, but also movable scissor elements are provided at the upper end of the wing for guiding the wing, no specific reference should be made to these, but to the The focus of the invention claimed here is placed on the lower area of a wing, namely the geometry and design of the carriage or carriages, which are to be improved over the prior art, as described above.

With a leading control section on the carriage housing that works EP-B1 619 410 , there figure 1 . Two raising arms are arranged pivotably on the carriage, which has a plate-shaped projection 5 as a control section, in which a bolt, which projects downwards, is guided in a slot 4. Both arms are straight and elongated, neither of them is curved. The Ausstellweg, which can reach the wing between a closed position and an open position by pivoting the main deployment arm is in the local figure 3 explained. The main deployment arm 10 there is shown in the pivoted-out position there. The other deployment arm strikes a spring member which is arranged on the main deployment arm and holds the bolt in a fixed or latched position in an angled end region of the slot 5.

A problem of the claimed invention is to make the carriage compact and efficient at the same time. The performance relates both to the possibility of absorbing high force and thus large sash weights, securing and guiding them in a parallel parked position. It should not be a large design, which in the closed position also fits narrowly and elegantly into a low construction area below the sash and can be moved on the running rail. The opening path, i.e. the ability of the carriage to move a sash to be spaced (secured) from the fixed frame should be large.

This problem is solved with a carriage with the features of claim 1.

The claimed carriage moves the wing (not claimed here) into a parallel parked position, which is secured by a spring piece. It has a compact design. The rollers that move it can be designed to be large relative to the housing area, ie they can take up at least 90% to 95% of the overall height of the housing area. The rollers are preferably not accessible from above and the housing area is closed at the top in order to cover the rollers from above.

The rollers are arranged in a housing area. This has a bearing point with which the deployment arm is pivotably mounted on the housing area. The opening arm is the main arm, which absorbs the load of the sash and holds it in the parallel position, spaced by the large opening path, relative to the fixed frame (as a blind frame). For this purpose, the raising arm has a remote bearing point with which the wing is held and stored. A bearing point closer to the bearing point on the housing area is provided for one end of a control arm which controls the movement of the deployment arm. Said control arm also has a further end portion which is guided in a control portion which extends longitudinally from the housing portion. This control section has a guide which guides the said "further" end area of the control arm and specifies a specific movement sequence for the arms.

In summary, two pivotable arms (as links) and a body portion are circumscribed, with a control portion controlling movement of the arms relative to the body. When we speak of a "closed position" (position S) and an open position (position O), this refers to the pivoted position of the opening arm resting against the housing or the parked pivoting position of the opening arm, which defines the large opening path and the parallel opening of the sash . Indirectly, this also means the closed position of the wing and the open position of the wing, but here based on the corresponding positions and pivot positions of the arms of the carriage, which is claimed without a wing.

It should also be mentioned here that the scissor guides and several scissor arrangements on the upper side of the wing do not require any special explanation, since they are of conventional design and can be looked up in the prior art. The focus is on the loaded carriage and the design of the carriage.

The deployment arm can be designed in such a way that it enables the control arm to be completely covered. This is circumscribed with reference to a pivot plane. The pivot plane is parallel to a horizontal plane. It is below an upper side and above an underside of the deployment arm. The extension arm has a volumetric design that allows surfaces to be defined above and below, and these surfaces can be seen as levels in a horizontal extension.

If the two planes (above and below) are spaced parallel to the pivoting plane, which is defined by the movement of the control arm, the pivoting arm is not visible "from the outside", ie in a view from the outside of the deployment arm. In particular, it is completely covered in the closed position, and it is not articulated and moved on or above an upper side of the raising arm and not below an underside of the raising arm.

Arrangements of the prior art usually work with two flat links which are connected to one another in an articulated manner, but none of them is designed in the manner of a volume and is able to cover the other link from a visible side, cf. EP-A2 1 959 080 , there Fig. 3a and 4 . The direction of view from the outside is circumscribed in such a way that it is the side of the deployment arm opposite the control link.

In the mounted position of the carriage, this will usually point to the inside of the room, so that the term "outside" should not be confused with the outside space of the installation site, but only sees the reference to the carriage, which is regarded as the inside, and the view from the outside is the view of the back of the opening arm carrying the sash.

In a further configuration, in particular cumulatively with the first-mentioned configuration, a closed position is circumscribed. This position S, as described above, uses a deployment arm configuration. This raising arm has a slot section (gap section) which is designed in such a way that the control arm can be accommodated therein to a large extent, but at least in sections. This affects the closed position.

In the open position, the control link is pivoted out of this slot or gap.

As can be seen, the slot/gap extends in the longitudinal direction of the deployment arm and points towards the housing area of the carriage. The slot/gap allows the control arm to be received, improves the coverage of the control arm and additionally provides a safety position (or safety) because the control arm cannot deflect upwards in the closed position. A lifting lock or a safeguard against lifting is favored by this.

The slot or slot is spaced from the top and spaced from the bottom of the volumetric deployment arm. It is not too pronounced in the height direction, so as not to weaken the load-bearing capacity of the deployment arm to an extent that is necessary for the control arm to be immersed.

This can preferably also be designed in such a way that the slot or gap is limited in the depth direction. As a result, the rigidity and, as a result, the load-bearing capacity of the extension arm can be kept high, in particular for such weights as were specified at the beginning of the description.

An additional lock against evasive movements upwards (in the vertical direction, perpendicular to the circumscribed horizontal plane) is secured by a control block closed at the top, which has an entry opening and a closed wall or surface above it, which by means of the upwardly protruding projection as a preferred bolt achieve this effect.

In the open position (position “O” relates to the deployment arm that is pivoted away), the control arm is guided with the bent/curved end area from below and this end area is released from above.

For this purpose, the upwardly protruding projection and the downwardly protruding projection are used in the sense of a double projection, which protrudes upwards and downwards from the previously circumscribed pivoting plane of the control arm. This projection can preferably be designed as a bolt and more preferably with a sleeve-shaped jacket to reduce friction for the guiding and triggering movement.

The guidance from below is taken over by the control section, which continues in the longitudinal direction of the housing area and has a guide, in particular in the form of a deep groove. The downwardly protruding projection engages in this groove and is guided by it. The projection projecting upwards is controlled. The control is to be understood in particular as triggering, in which this projection and with it the bent end region carrying it and the entire control arm are disengaged or released.

Unlatching or release refers to a releasably latched position achieved by an angled portion of the guide groove with respect to the depending projection. This position O is the deployed position for the parallel parking movement of the wing and keeps the pivoting position of the deployment arm constant via the control link, which is engaged via the downwardly projecting projection in the angled section of the guide groove.

In order to leave this open position and move the sash again in the direction of the window frame, the control arm is triggered from above via the projection projecting upwards, and a control block can preferably be used for this purpose, into which the control section moves and which has a track-like entrance as a has a bottom open, blind hole-like recess that detects the downward projection when retracting and can move it relative to the control section.

After disengaging or releasing the downwardly projecting projection, the latter can be moved back along the longitudinal guide to allow the deployment arm to be raised, controlled by the control arm.

The feature distinguishes between leadership and control. The guide is from below or in the lower area below the control arm by the downward projection of the double projection. The upwardly protruding projection of the double projection is operatively entrusted with a control, which control relates in particular to steering out of an angled end section of the guide, and thus disengagement or release from position O is achieved.

In a further embodiment, the design of the guide is described in more detail. In order to enable a guide in the sense of a displaceable guide in the longitudinal direction with respect to the downwardly protruding projection, the guide is designed as a guide groove which is open at the top. The guide groove itself has a non-continuous bottom, so it is not completely open at the bottom, but is closed in sections. However, this closing of the groove downwards is not complete, but rather only in sections, in order to leave passage openings through which dirt that may have gotten into the groove can fall out downwards.

Falling out can also be favored by the fact that the from above in the Guide groove engaging, downward projection takes the pollution with it and feeds it to one or the other opening in the floor, from where it falls out of the guide groove, preferably at the respective end of the guide groove. This type of self-cleaning is associated with a stiffening of the control section that carries the guide groove.

The control section, which protrudes in the longitudinal direction of the housing and continues in this direction, consists not only of a peripheral wall, the rigidity of which could not be sufficient, but is reinforced on the bottom by cross braces, which can also be regarded as partial bottoms as preferably flat connections .

Preferably in the respective end area of the guide groove, the base is open with through-openings.

When cut in the transverse direction, a U-shaped profile results at least at some points in the longitudinal direction of the control section.

The rigidity and safety of guiding the control section can thus be improved. This is also possible when the control section is in front or in front and cannot be reinforced laterally, above or below by other housing sections.

Another embodiment is the design of the control section for controlling the control arm. A control block is added for further control, which is arranged separately at the end of the track on the running rail profile. The function of the feature is based on the latched position of the control arm, ie such a position in which the end of the control arm located here is latched at one end of the guide of the control section.

The locking is a releasable locking, and the releasing is by taking out one end of the guide, which end is an angled end as an end portion, relative to the length of the main part of the guide as a guide groove.

The control section is designed to be slim and leading-edge in such a way that it can engage in a transversely continuous receptacle of the control block at the end of the travel path of the carriage. He not only intervenes, but also through this continuous (laterally open) recording.

The control block begins to have an effect from above in a temporal end section of the penetration of this slender, nose-shaped control section. It is designed in such a way that it can pull the control arm out of its latched position by acting from above, specifically by steering it out of the angled end area of the guide.

The control out configuration is preferably designed as a track-like entrance open to the side, sloping and closed at the top by a wall, which wall may affect the entire top of the control block.

A volumetric configuration of the deployment arm is preferred. The volumetric design is a physically thick, strong design, which is not a plate-shaped design of a link, but is designed as a volume-wise arm considerably thicker than the relatively flat control link reminiscent of a plate shape, but which is additionally characterized by characteristics that vary in the height direction extend and are directed in the longitudinal direction, can be reinforced. Even with this reinforcement, however, it remains a plate-shaped link, in contrast to the volume-shaped deployment arm. At least in position O, ie the pivoted-out position (position or "position"), the deployment arm is straight. It has a bend in the bearing area, which cannot be seen in the open position and remains within the housing area. On the other hand, the control arm has a straight section and a curved section, which curved section faces the control section. This makes it possible to cover the control arm, apply a high load and still achieve a compact design of the carriage with extension arms.

In yet another embodiment, which can also be seen cumulatively with one or more of the aforementioned features, the double pin is explicitly circumscribed, which is arranged at the end region of the control link, which end region is the "other" end region which is associated with the guide of the control section .

The double bolt protrudes upwards and downwards as a ledge, the lower ledge being for guiding and the upper ledge for releasing from the locked position. The engaged position is position O when the sash is parked parallel.

The effect of the two-sided double bolt is clearly expressed here. Triggered from above (from the control block), and guided from below or "below" (in the control section). In the mounting area of the double bolt, which is attached to the end area in the form of the curved section of the control link, the result is a circumferential collar that exceeds the dimensions of the control pin in the radial direction. This covenant is described in more detail for other security purposes.

A releasably latched position is achieved by the downward projection in an angled end portion of the guide. This position can be secured, including a spring element that exerts pressure or force in the horizontal direction. This force is applied to the bent portion as its front end portion through a side plate protrusion. The force acts at least partially in the direction of the angled path section.

The spring element itself can be exchangeable. For this purpose it is functionally provided with a holding section which is straight and then preferably runs in a semi-arc to be received in a chamber which can have an undercut in order to position the free end of the holding section of the spring element in a snap-in manner. The chamber may be open at the top to release this spring latch so that it can be replaced.

Preferably, the pressing portion of this spring member is bent to have an outward bulge toward the bent end portion of the control arm.

In addition to the spring force and its securing effect, an overlapping section of the housing area can be provided which grips over the lateral plate projection of the curved control section.

This interference can be present in the latched position and is also present while the control arm with the pin projecting upwards is controlled out of the latched position by the control block and is received in its holding action by the control block and its track entry.

The change of the latched position on the control section towards the control block on the window frame is secured by the overlapping section. This effectively prevents it from disengaging or falling out.

Elsewhere in the housing area, in an end section, the spring piece which is arranged at the top and which can be displaced in the transverse direction is provided.

This spring piece is at least partially plate-shaped and has preference two rest positions. One further out and one further in.

The spring piece supports the securing position of the carriage in the inserted position in the profiled carriage rail. The carriage is first tilted and inserted into the carriage rail by means of an inward rotation in the sense of an insertion-tilting movement, guided on the carriage rollers, which form the momentary pivot point. For this purpose, the carriage has a minimum distance from an upper, overlapping section of the carriage rail in order to be able to carry out this pivoting movement. A securing projection from the housing area engages under this overlapping section, but requires the gap for pivoting.

When used, the gap left free for this purpose is disruptive. It is reduced in size by the fact that the spring piece is pushed in and the height of the gap is at least reduced.

The displacement can be from a latched position of the spring piece to a further latched position of the same spring piece that is further inside (towards the carriage rail).

If the carriage is to be removed again, the spring piece is pushed back outwards in order to be able to swing the carriage out of the carriage rail and remove it with a tilting movement directed in the opposite direction.

According to the invention, the raising arm can be applied closely to the housing area in its pivoted-in position as position S. A bulbous bulge in a side area of the control section, which is angled relative to the longitudinal guide, is accommodated according to the invention in a bay-shaped recess of the deployment arm.

The carriage is defined by two arms and a body portion complemented by a control section. The control section controls the control arm and receives a downward projection for slidable longitudinal guidance. The projection projecting upwards is actuated, ie controlled, by a control block, specifically at the end of a travel path of the carriage. As the control section engages a receptacle in the control block, at the end of this initial engagement, the upwardly projecting projection engages a track-like, sloping entrance of the control block, and moves the curved/bent section of the arm, and thus the entire control arm, out of the retracted position out of here.

This retrieval is done by steering back from above and guiding from below. In order for the control section to be able to move into the control block and for the latter not to be too voluminous, the control section is circumscribed as having a slender nose-like shape. Accordingly, what is meant is a very long nose that is slim in relation to its length in relation to its cross-sectional dimension. The control block itself is to be mounted on the window frame on the running rail on the side facing the inside of the room and is in the longitudinal direction in the travel path of the carriage or its housing area. It is located above the track for the rollers and forms the end of the travel path of the carriage with position O of the parking arm. It steers the control arm out of the retracted position via the projection protruding upwards, so that the carriage can move back in the opposite direction on the rollers, the projection is and remains reliably accommodated in the track-like entrance of the control block, and the raising arm, controlled by the Control arm moved back to position S. The sash approaches the frame and the closed position. Due to the design of the volumetrically designed deployment arm, the load-bearing capacity can be ensured while at the same time covering the visible side if the slot accommodates a part, in itself a significant portion, of the control arm, and the slot does not extend completely across the deployment arm, but only to a limited extent Depth direction extends.

Preferred configurations of the projections are bolt pieces. The control block is preferably closed at the top by a wall with a top.

Figur 1

ist eine Schrägansicht eines Laufwagens mit einem Gehäusebereich 10, einem Ausstellarm 30 in einer geschlossenen Stellung (Lage S) mit anliegendem, nicht ausgeschwenktem Ausstellarm 30.

Figur 2

ist derselbe Laufwagen von Figur 1 in einer offenen Stellung (Lage O) mit ausgeschwenktem Ausstellarm 30, daran angelenktem Steuerarm 35, einem den Steuerarm 35 führenden Steuerabschnitt 40 und dem Gehäusebereich 10.

Figur 2a

ist eine Ausschnittsvergrößerung des Bereichs A von Figur 2.

Figur 2b

ist eine Aufsicht von oben auf diesen Bereich A, in Achsrichtung des Vorsprungs 39a als aufragender Zapfen.

Figur 3

ist eine Ansicht entsprechend der Figur 1 mit der Lagerstelle 100 für den - nicht dargestellten - Flügel, wobei eine Nut 41 in dem Steuerab-schnitt 40 mit geradem Abschnitt 41a und abgewinkeltem Verrastungs-abschnitt 41b näher erläutert wird.

Figur 4a, Figur 4b

sind Schrägansicht und Ansicht von vorne des rechten Endes des Ge-häuseabschnitts aus Figur 3, wobei eine Aufnahmeöffnung 19 für eine Koppelstange zu einem anderen Laufwagen sichtbar ist. Ein Federelement 60 ist oben in einer ersten Stellung eingerastet sichtbar.

Figur 5a, Figur 5b

sind eine Schrägansicht und eine Ansicht von vorne desselben Endes, wie desjenigen der Figuren 4a, 4b, nur mit einer anderen Rastposition der Feder 60.

Figur 6a

ist eine Schrägansicht des Laufwagens von der Sichtseite (von außen) des Ausstellarms 30, in geschlossener Stellung des Arms 30.

Figur 6b

ist dieselbe Ansicht mit einem abgeschwenkten Ausstellarm 30, wobei der Steuerlenker 35 ebenso sichtbar wird, wie das Eingreifen des nach oben ragenden Vorsprungs 39a in eine Ausnehmung eines Steuer-blocks 50. Sichtbar ist jeweils die Laufwagenschiene als Profilschiene 70, auf der der Laufwagen mit Laufrollen in Längsrichtung beweglich ist.

Figur 7a, Figur 7b

sind zwei Ansichten des Steuerblocks 50 mit verschiedenen Öffnungen oder Ausnehmungen 51, 52 und 53.

Figur 8

ist eine geöffnete Stellung des Laufwagens mit abgeschwenktem Ausstellarm 30, sichtbarem Steuerarm 35 und den zwei bereits erwähnten Laufrollen 20, 21, die von der gegenüber liegenden Seite abgedeckt, aber von unten zum Aufsetzen auf die Bahn 75 der Laufwagenschiene 70 frei liegen.

Figur 9

ist eine Ansicht von unten der Figur 8, wobei die Seitenansicht von der Außenseite des Laufwagens auf den Ausstellarm 30, und sein Höhenmaß gegenüber dem Höhenmaß des Gehäuseabschnitts 10 sichtbar werden.

Figur 10

ist eine Ausschnittsvergrößerung der Führungsnut 41 als Führung in dem Steuerabschnitt 40, wobei Letzterer einen bauchförmig ausgewölbten Seitenbereich 42 aufweist.

Figur 11

ist eine Schrägansicht von oben, mit der die Führungsnut 41 und das Eingreifen des nach unten ragenden Vorsprungs 39 verdeutlicht wird. Die Führungsnut 41 entlang des Steuerabschnitts 40 angeordnet.

Figur 12

ist ein weiterer Ausschnitt mit einer Blickrichtung von oben auf den Zapfen 39, bei dem der rechte Endabschnitt der Führungsbahn 41 mit seinen bodenseitigen Durchbrechungen, so wie in Figur 10 ersichtlich, dargestellt ist. Auch eine Feder 14 und ein übergreifender Sicherungs-abschnitt 15 sind in Figur 12 erkennbar, die auf einen Bund des Endbereichs 35b des Steuerarms 35 einwirken.

The claimed invention is explained and supplemented below using a number of exemplary embodiments.

figure 1

is an oblique view of a carriage with a housing area 10, a deployment arm 30 in a closed position (position S) with abutting deployment arm 30 that has not been pivoted out.

figure 2

is the same carriage from figure 1 in an open position (position O) with the deployment arm 30 pivoted out, the control arm 35 articulated thereon, a control section 40 guiding the control arm 35 and the housing area 10.

Figure 2a

is an enlargement of section A of figure 2 .

Figure 2b

Fig. 14 is a top plan view of this portion A, in the axial direction of the protrusion 39a as a projecting pin.

figure 3

is a view corresponding to the figure 1 with the bearing point 100 for the - not shown - wing, with a groove 41 in the Steuerab-section 40 is explained in more detail with a straight section 41a and an angled latching section 41b.

figure 4a, figure 4b

12 are oblique and front views of the right end of the housing section figure 3 , wherein a receiving opening 19 for a coupling rod to another carriage is visible. A spring element 60 can be seen snapped into a first position at the top.

figure 5a, figure 5b

12 are an oblique view and a front view of the same end as that of FIG Figures 4a, 4b , only with a different locking position of the spring 60.

Figure 6a

is an oblique view of the carriage from the visible side (from the outside) of the deployment arm 30, in the closed position of the arm 30.

Figure 6b

is the same view with a swing-away arm 30, whereby the control link 35 is visible, as is the engagement of the upwardly protruding projection 39a in a recess of a control block 50. The carriage rail is visible in each case as a profile rail 70, on which the carriage with rollers is movable in the longitudinal direction.

figure 7a, figure 7b

12 are two views of the control block 50 with different openings or recesses 51, 52 and 53.

figure 8

is an open position of the carriage with pivoted-out arm 30, visible control arm 35 and the two already mentioned rollers 20, 21, which are covered from the opposite side but are free from below for placement on the track 75 of the carriage rail 70.

figure 9

is a bottom view of the figure 8 , wherein the side view from the outside of the carriage on the deployment arm 30, and its height compared to the height of the housing portion 10 are visible.

figure 10

is a detail enlargement of the guide groove 41 as a guide in the control section 40, the latter having a bulging side area 42.

figure 11

12 is a top oblique view showing the guide groove 41 and the engagement of the projection 39 projecting downward. The guide groove 41 is arranged along the control section 40 .

figure 12

is another detail looking down on the pin 39, in which the right-hand end section of the guide track 41 with its openings on the bottom, as in FIG figure 10 evident, is shown. Also a spring 14 and an overarching fuse section 15 are in figure 12 recognizable, which act on a collar of the end portion 35b of the control arm 35.

figure 1 shows a carriage in an oblique view from a viewing direction directed towards the inside. The housing area 10 can be seen, to the right of which is an end area on which a spring element which is at least partially plate-shaped is mounted in a displaceable manner. The arm area with the main arm 30 as a deployment arm and the control arm 35 can also be seen, as can a control section 40. Bearings 12, 11 can be seen, in each of which a shaft of a respective roller for the housing area is mounted. The geometric axis is 20a for the bearing 12 and the associated roller 20 is in figure 8 evident. The roller 21 is spaced apart from the housing area 10 and arranged on the other side of the main bearing 16 for the raising arm 30 . This bearing 11 rotatably supports a shaft 21' whose geometric axis is 21a and which roller 21 is also in figure 8 shown from below.

The housing area 10 is closed at the top, above the rollers, so that they are covered from above and protected against ingress of dirt. The rollers themselves have a large diameter figure 9 can be seen in a broken away area at roller 21. The roller occupies practically the entire height Hio of the housing section, reduced by the top-covering wall 10a of the housing section.

The rollers have a size of at least 90% of the overall height of the housing area. The overall height of the housing area is H ₁₀ in figure 9 apparent. With the housing 10, the rollers, the arms described and the control section, a carriage is formed which can move wings longitudinally. The wing can be moved via a tilted position into a parallel position, for which purpose control arms, not described in detail here, are arranged at the upper edge of the wing and can also be displaced. The sash can also only be parked in parallel, without an intermediate tilting position. In the parallel parking position, the sash is moved over the carriage.

Two carriages may be provided which are spaced apart and slidably support the wing at the bottom edge. The wing is rotatably articulated on the parking arm 30, for which purpose the recording there serves as a bearing 100 with its geometric axis 100a. A bolt arranged on the sash engages in this recess as a bearing and couples the sash to the opening arm 30.

The spaced carriages can both be of the same design, but can also be designed differently to the extent that only one carriage uses a control section and the other carriage does not have such a control section 40.

The two spaced carriages with their two rollers after figure 8 are otherwise of the same design. They are coupled via a coupling rod Ks (or 19) which is inserted into a seat 19', as shown in FIG figure 8 clarified. This coupling rod is attached to each carriage via a mounting screw 19b in a bore 19a. The bore has a geometric axis 19a', which runs perpendicular to the direction of extension of the coupling rod, which is not shown in the figures. The coupling rod is preferably round and its spacing is matched to the horizontal dimension of the wing so that the two carriages can support the wing and are in position S of the carriages under the lower edge of the wing, but can protrude from it in the horizontal direction.

The dimensions below the wing are small, preferably less than 40 mm, in particular in the range of essentially 35 mm. The sash weight defines the necessary load-bearing capacity which the opening arm 30 or, in the case of two carriages, the opening arms 30 must be able to absorb and transfer to the housing 10 . As wings get thicker due to thermal insulation requirements, they get heavier. When wings get higher and higher due to optical factors, they also get heavier. Larger opening widths are necessary for thicker wings, so that the opening arm 30 must be designed accordingly, while at the same time ensuring that the ever-increasing load capacity is accommodated due to the geometric dimensions (height, thickness) of modern wings.

The rollers 20, 21 after figure 8 , which are rotatably mounted via their shafts 21', 20' in the lateral walls of the housing 10, support the carriage and run on a running track which is provided by a profiled carriage rail 70 which can be mounted below on the window frame.

Such a track 75 is in Figures 4a, 5a evident. The carriage rail 70 is mounted on the frame in the area of the lower frame clearance. The dimension between the lower end of a sash overlap, not shown, and the underside of the frame has the previously described size of less than 40 mm. Despite this greatly reduced clearance, the rollers have a large diameter. The carriage with its housing area 10 fits into this clearance, moving on the running track 75, and yet a upper cover of the rollers can be achieved through the top wall 10a of the housing.

Also not shown and used for the overall operation is a handle control via a handle, which controls the scissors held in sliders at the top. These scissors can be positively controlled via the handle, or the handle itself is used to move the wing in a direction perpendicular to the plane of the frame. The handle can also be used to move the wing in the parallel parked position in the longitudinal direction, mobile supported on the rollers on the carriage rail 70 with the track 75 (also called running track).

Position S (closed position) after figure 1 is in position O (open position) after the opening arm 30 has been pivoted out figure 2 apparent. The guide pin 39, which has an upper projection 39a and a lower projection 39b, has arrived at the opposite end (right) of the track guide (as a guide groove) 41 and is releasably engaged there in an angled track section 41b, for which purpose the lower projection 39b serves as a preferred bolt . This bolt 39b is capable of S of figure 1 located at the left end of the guide groove 41 of the control section 40.

This path guidance is clearer based on the figure 3 , which of figure 1 corresponds and explains the trajectory of the control section 40 in more detail. The control section 40 has a groove 41, consisting of a straight section 41a and a latching section 41b extending at an angle to the left. This latching section defines the location O of figure 2 . The end of the straight path section 41a redefines the position S figure 1 and 3 .

The control link 35 is how figure 2 or figure 8 make angled or bent, so it is not designed completely straight. It has a longer straight section and a front end section which extends in an angled/bent manner and which carries the double projection 39 extending in both directions upwards and downwards. The latter projection 39 is arranged at the front end section in such a way that a circumferential collar is formed in the thickness of the plate material of the control link 35, which runs on the control section 40 and its upper side, while the downwardly projecting projection 39b is guided in the track 41b, 41a .

The link 35 is pivoted at its other end via an axis 37 in a bearing of the deployment arm 30 . The bearing opening 38 and the axis 37 have the geometric axis 37a.

The mounting of the control link 35 via the bearing point 37/38 on the deployment arm 30, and the pivot mounting of the deployment arm 30 via the bearing point 36/16 with the geometric axis 36a on the housing area 10 enables the pivoting and the control of the pivoting, controlled by the control section 40.

The straight section of the control link 35 is 35a, the section bent or angled in front of it is 35b.

The two positions O and S are from a different perspective, with the view from the outside of the outer flat side 30 'of the deployment arm 30 in the Figures 6a and 6b shown. In Figure 6a the angled end of the deployment arm 30 can be seen, which is not visible from the outside in position O. The arm appears straight and elongated. The control link 35, on the other hand, is angled, with the angled area carrying the guide pin 39, the upper projection 39a of which is in Figure 6b cooperating with a control block 50 having a top wall defining a closed surface 55 facing upwards. The control block is mounted on the carriage rail at one end of the travel path of the carriage. It cooperates with the upwardly projecting projection 39a, as will be explained in more detail below. Co-operation also occurs from the collar of the curved portion 35b and a protruding lug 15 Figure 2a, 2b in the locked position of the downwardly projecting projection 39b in the angled portion 41b of the guide groove 41. This interaction is also explained in more detail below.

Out of Figure 6a , which the other line of sight of figure 3 it can be seen that the deployment arm 30 completely covers the control arm 35 from the visible side (from the outside) of the arm surface 30'. The control arm 35, as in figure 8 As can be seen, it is not arranged above an upper side 30" and not below an underside of the deployment arm 30, rather its pivoting plane is designed in such a way that it comes to lie between these two sides (upper side, underside), i.e. the front side 30' (view from outside) reaches the cover of the control arm 35. For this purpose, the plate-shaped link 35 is narrow in the height direction compared to the volume-based extension arm 30. The volume-based design is also preferably suitable for being able to accommodate a gap or slot 31, as is shown in the view the figure 2 on the inner areas between the arm and the housing area 10 becomes visible. This slot/gap 31 is provided for receiving the control arm 35 in position S and is also designed accordingly. This slot 31 also lies in the pivoting plane of the control arm 35, which is not shown separately, but can easily be imagined as a flat extension in the horizontal direction of the plate-shaped control arm.

Even if the control arm 35 is slightly bulged in a central area, it remains flat in the form of a plate. The stiffening bulge 35c is received with the control link 35 of the slot/gap 31. From the gap itself protrudes in the closed position figure 3 a little, the curved portion 35b out, and the longitudinal portion 35a of the control link 35 is almost completely received in the gap / slot 31 in the closed position S.

The slot/gap 31 extends in the longitudinal direction of the deployment arm and does not extend through the volumetric design of the deployment arm 30; instead, the largest possible residual area of material is left on the visible side 30' in order to maintain the rigidity of the deployment arm 30. A U-shaped profile of the extension arm is obtained on several cutting planes in the longitudinal direction (section transverse to the longitudinal direction), with a relatively thick connecting leg and two webs, one of which after figure 2 stronger and the other narrower. The gap or slit is therefore not in the middle between the top and bottom of the extension arm, but slightly offset upwards.

The slot or gap 31 can thus at least partially accommodate the control link 35 in the closed position and allow it to pivot out for position O. The control link is accommodated at least in sections in the position S, with the straight section being almost completely accommodated, and the curved section 35b protruding from the deployment arm 30 in position S in order to enable the control section 40 to be guided.

"At least in sections" could also be understood to mean that it is no more than in sections in order to obtain the control functions through the double projection 39, in particular designed as a double bolt, in the guide groove 41 of the control section 40.

It can be said of the general structure of the exemplary embodiment with regard to the arm geometries that there is a straight section 35a and a curved section 35b (here often also referred to as a curved area). The deployment arm, which is thicker in terms of volume, relative to the control arm 35, is designed to be essentially straight, at least in the area that faces the housing 10 in position O according to FIG figure 2 protrudes. The geometry of the arms is also in figure 8 visible in the view from below. The remainder 34 after Figure 6a , which can be seen from the outside in position S, is bent, but is in position O after Figure 6b hardly visible from the visible side (from the outside). Despite this bent section at the bearing point 36/16, ie at the bearing end of the deployment arm 30, it is elongated to name straight. Its volumetric formation has already been explained in connection with the gap/slot 31.

The coordination of these geometries makes it possible to have a slim, compact design, at the same time to enable controls, and to appear almost completely compact in the closed position, as is very clear in the Figure 6a comes to light.

The control, which has already been mentioned, takes place via a double projection 39, which has an upwardly projecting projection 39a and a downwardly projecting projection 39b. These two are preferably designed as bolts, more preferably provided with a rotatable sleeve in order to be able to be guided more easily and to produce less friction during the guide. The double projection, which from all views of the figures 2 , the Figure 6b and the enlargements of the sections Figures 11 and 12 can be seen, has two different functions or tasks at the top and bottom, with essentially the same design. The double projection is arranged in the bent (curved) end region 35b of the control link 35. It leaves a collar around it as a plate-shaped collar, ie it does not quite extend to the outer edge of the control arm 35 in its region 35b.

The downward protrusion 39b is provided for guiding from below. Release from the locked position figure 2 is the task and function of the upwardly projecting projection 39b. The locked position is for the parallel parking of the sash. Triggering is from above. Triggering takes place as described in Figure 6b is achieved by running the upwardly projecting projection 39b into a lateral recess 51 of the control block 50. This control block 50 is in Figures 7a, 7b explained from two oblique views. Here the entry of the upwardly projecting projection 39a in the direction V39 is shown, specifically in the one inclined receptacle 51, of which the control block 50 can have two in order to be able to be used for left-hand and right-hand applications.

The control block 50 is mounted on the carriage rail 70 . The carriage with the housing 10 runs in Figure 6b - when opening the arm 30 - from left to right, whereby it engages at the end of the travel path with the leading (protruding forward) control section 40 in a further transverse recess 53 of the control block 50.

This further recess enables intervention in the direction of v40 Figure 7a , which can be more than just an intervention, especially a crackdown, what by the exposure of the front end of the control section 40 in Figure 6b is evident.

The time at which the track-like entrance 51 has a controlling effect on the upwardly protruding projection 39a is at the end of this intervention, in particular when reaching through the receptacle 53, which is provided transversely throughout the control block 50.

The control by the slanted track 51 with the groove section 41b of the guide groove 41 also being slanted results in the control link 35, or the downwardly protruding projection 39b, being pulled out of the angled groove section 41b and leaving position O, as in FIG Figure 6b shown.

The carriage moves back in Figure 6b down to the left, and the deployment arm 30 is pivoted until it is in the position Figure 6a reached. There, the housing 10 is clearly spaced from the control block 50, while it has arrived at this control block 50 at the beginning of the retrieval from the above acting from the latched position; in the last position the control section 40 extends through the control block 50 .

For reaching through, it is helpful that the control section 40 is formed leading forward. He is designed slender nose-shaped, wherein the control section 40 is nevertheless stiffened, which is based on the Figures 10 to 12 is explained in more detail.

The guide groove 41 with its two sections 41a, 41b is provided in the nose-shaped, slender control section 40 . The angled section 41b is in a belly-shaped bulging side area 42 (belly). figure 10 placed, which in turn engages in a bay-shaped recess 33 in the position S of the deployment arm 30. This intervention position of "belly" 42 in bay 33, as in figure 2 evident, the one is the Figure 6a .

This makes it possible to reach the position O for the parallel positioning through the angled section 41b, and at the same time to design the opening arm 30 so that it fits tightly against the housing 30, and thereby assume an almost parallel position to the carriage rail 70, this in the Location S

It can be seen that the bay-shaped recess 33 is arranged below the slot/gap 31 and is intended to remove as little material as possible from the volumetrically designed deployment arm 30 in order to maintain its rigidity to maintain, but at the same time to allow the closed position position S as close as possible to the housing portion 10 and the carriage rail 70. Visible is on figure 2 Also, according to the invention, this bay-shaped recess 33 does not reach all the way to the underside of the deployment arm in the height direction, rather the deployment arm 30 is closed on three sides on the surface.

The guide groove 41 is also not completely closed at the bottom, but rather has a base structure that is no longer closed in sections. In other words, the floor is available in sections, which can be seen from the Figures 10 and 12 and 8 can be seen.

In figure 10 the path shape of which can be seen when looking into the groove 41 from above; section 41a is the straight section and angled section 41b extends downward at an angle of slightly less than 90°. It thus forms a pocket-shaped recess for the snapped-in position S of the projection 39b pointing downwards.

After the bottom of the groove 41 is broken through the openings 41', 41" and 41*, leaving the example shown in FIG figure 10 two floor segments 44a, 44b, the rigidity of the forwardly projecting control section 40 is increased. A U-shaped profile, which ensures the rigidity of the nose-shaped, slender control section 40, is provided in several sectional planes perpendicular to the longitudinal extension.

Particles of dirt and other contaminants can fall through the floor opening(s), which could affect web control. In the case of prolonged operation, it cannot be ruled out that even with a concept that is largely covered above Figure 6a get disturbing contaminants into the web 41. When the projection 39b protrudes downwards, these dirt particles are removed insofar as they are deposited on the floor segments 44a, 44b used for reinforcement. The downwardly projecting projection 39b has a clearing effect in connection with the bottom openings 41', 41" and 41*.

In the figures 2 and 6b shown position O, as well as in figure 8 , is not only secured by the angled section 41b, but is also held reliably by two other measures.

At the moment that in Figure 6b is illustrated, the projection 39a is reliably taken over by the control block 50 and its track-like entrance 51. The further measure is structured and functionally designed as follows.

An overarching section 15, as in Figures 2a, 2b seen in the detail enlargements, engages over the collar 35b ', which surrounds the double projection 39, and is part of the bent portion 35b of the control arm 35. This encroachment by the nose-shaped projection 15 ensures that the projection 39b moves out vertically or jumps out of the guide groove 41 and a vertical displacement of the control link 35.

This overlapping is given not only in the locked position of the position O, but also when retracting Figure 6b , and the transfer of the holding function from the angled portion 41b to the track-shaped entrance 51 during the inward movement v39 of the downwardly projecting projection 39b. In doing so, the collar portion of the bent portion 35b of the control arm 35 moves further under the lug-shaped projection 15, loads a spring element 14 arranged underneath, which allows this movement, and enters the engagement area 51 of the track of the control block 50, where it is securely held, da this engaging portion is closed at the top as a result of the wall 55 of the control block 50 being closed at the top. Falling out, moving out vertically or jumping out is reliably prevented.

The spring mentioned as spring element 14 is more clearly shown in Figure 2b in supervision and in Figure 2a to see. It has an arcuate portion which is partially visible adjacent to the nose 15 but is located substantially below the nose 15 overlapping portion.

The spring element 14 continues in a holding section 14b, 14c, which is U-shaped and extends through the open-topped window of the holding chamber 13 in Figure 2b is evident. The spring is pushed into an opening from below and engages with its free end 14c behind a projection in the holding chamber 13. It is thereby fixed in position, but can be exchanged at the same time if the free end 14c is bent away from the projection with a tool and the spring element 14 is removed downwards. A new, identically designed spring element 14 can then be inserted and fixed from below.

The locking position in the locked position figure 2 or figure 8 , or the Figures 11 and 12 is additionally secured by the spring element 14. This exerts a pressing force on the side plate projection 35b' as the collar of the raised portion of the control arm 35, and reliably presses it into the locked position at the end of the angled portion 41b of the guide groove 41.

A section of the arched spring back of the retaining spring 14 is arranged below the lug 15 and above an upper side of the control section 40.

The pivoting of a carriage into the carriage rail is to be explained with reference to FIGS. 4a to 5b. The end portion of the carriage shown here is the one in the Figures 1 and 2 is located on the right. It is an end portion into which the connecting rod 19 is inserted, which is fastened with a mounting screw via a threaded hole 19a (not shown). Above this fastening section 19' for the connecting rod there is a spring piece 60 which has two detent positions which will be described below.

The spring 60 is also in figure 1 to see and has there location which in Figure 4a in oblique view and in Figure 4b can be seen in the front view. It is a locked position which is achieved by a first notch 18a located on top of the carriage end (the housing of the carriage).

A second groove is designated 18b to the left of this and is spaced apart. There are thus two spaced groove sections, as in the Figure 4a apparent.

The spring piece 60 is located at the top and has a multi-section shape. A resilient portion 62 has a U or V shape and a gripping portion 63 at the end. This one is in Figure 5b most clearly seen, latched in the second latching position in the groove section 18b.

The spring piece 60 also has a projecting flat section 61, which in the example shown is achieved by a bend 61a with return with additional stiffening corrugations 61b. This "front section" can also be a simple plate-shaped piece made of a sufficiently stable material, which is provided with a spring section at the right end, which corresponds to that section 62, 63 shown in Figure 4a is freely visible.

The first effect of this spring piece 60 is that it can be displaced.

It is placed in the first latching position in the groove sections 18a and the front section 61 of this tongue hardly protrudes and in the example shown does not reach to an overlapping section 71 of the carriage rail 70. In this latching position of the spring piece 60, the carriage can be inserted into the carriage profile of the Carriage rail 70 pivoted and pivoted out of it. In other words, the carriage can be used when the carriage is tilted , the rollers are placed on the track 75, and by pivoting inwardly the carriage is placed in profile. This position is in the Figures 4a, 4b shown. The carriage can also be removed by pivoting it back in the opposite direction. This also, or only if the spring piece is in the in Figure 4b placed position, and the snapping of the spring piece with latching section 62 has taken place in the grooves 18a.

The spring piece 60 is shifted in direction F60, as in Figure 5a is shown. It then reaches the second locking position in the grooves 18b. Here the section 61 protrudes far and blocks a gap 71a which was previously free. This free gap is required for the carriage to swing in and out. When the carriage is pivoted and deployed, the gap 71a interferes with reliable movement and could cause the carriage to jump out of its track 75. This can be prevented by pushing in the tongue piece 60 in the horizontal direction when the tongue assumes the second detent position in the grooves 18b and the front section 61 reduces the gap opening.

When forces act in the direction of swinging out or jumping out of the carriage, the plate-like front portion 61 of the spring piece 60 can prevent the carriage from detaching from the carriage rail.

It can be seen that the spring piece 60 designed as a whole from sheet metal springs Figures 4a to 5b may also have only a spring portion in the area 62, and the front (plate-like) portion 61 - in a manner not shown - may be plate-shaped or formed as a plate, the plate thickness being chosen appropriately to reduce the gap 71a in its height dimension .

So the plate shape will not take up more than one section. The at least one, preferably two pairs of grooves 18a, 18b are used for the latching position(s) of the spring piece and circumscribe its position in a position permitting pivoting Figure 4b , and a position preventing it from falling out or pivoting out Figure 5b .

The essentially plate-shaped section 61 of the spring piece secures in the gap 71a. The gap 71a is thereby significantly reduced. The magnitude of the reductions is an almost complete closure of the gap, like Figure 5b indicates.

It should be mentioned that one of the latching positions 18a, 18b can also be omitted or the spring piece can be in a position held by friction or clamping. This latching position is preferably that of the pair of grooves 18a. Here can the pen also only be placed without being separately snapped into place in a depression at the edge, cf. Figure 5a . Only when the spring piece 60 is pushed in F60 and snaps into place in the pair of grooves 18b is it meaningful for the reliability of the blocking of the gap 71a.

The overall heights of the carriage and extension arm should be figure 9 be explained in more detail. The extension arm can be seen here from the outside from the visible side. It has an overall height of H ₃₀ . This overall height gives the deployment arm 30 a high level of rigidity and load-bearing capacity. The height H ₃₀ is almost the overall height H ₁₀ , which relates to the housing area 10 of the carriage. The height H ₃₀ is greater than at least 80%, preferably greater than 90%, of the height dimension H10.

Also visible is the size of the diameter of the roller 21, which also has almost the size H ₁₀ , being above 90% to above 95% of the height H ₁₀ .

In comparison to the control arm 35, the overall height H ₃₀ of the raising arm 30 is significantly thicker and at least four times greater when measured in the vertical direction. The vertical extent of the control arm 35 is still to be regarded as plate-shaped, even with a stiffening expression 35c.

Also evident at figure 9 is that no control arm is visible or arranged above the upper side and below the underside of the extension arm 30, and thus the overall height of the extension arm 30 can contribute to the load-bearing capacity and rigidity of this arm, especially if the gap 31 to be provided is in a Example, not quite enough through the transverse direction of the deployment arm 30, and also extends only a little in the longitudinal direction, and thus a reduction in the load-bearing capacity and the rigidity of the deployment arm 30 does not bring about.

A projection 17 prevents the carriage from jumping out of the geometry of the profile rail 70 as a carriage rail Figure 1, 2 and in the front views of the Figures 4b, 5b is evident. This is attached to the housing 10 and can be regarded as part of the housing.

The gap 71a is dimensioned below the protruding section 71 of the carriage rail 70 in such a way that this protrusion 17 can be swiveled in below 71 and then secures it against jumping out when the gap is reduced. The projection 17 would strike against the downwardly protruding projection 71 when the carriage hits an obstacle, and when the spring piece 60 is pushed in, the plate-shaped section takes over this striking 61, which lies on the projection 17. For this purpose, section 61 is made of the sufficiently stable material mentioned.

The longitudinal extension of the projection 17 can, like figure 2 shows to be limited. The spring piece 60 preferably protrudes with its plate-like section at both ends of the projection 17 beyond this in the longitudinal direction. The projection 17 supports the plate-like configuration 61 of the spring piece 60 resting thereon to prevent the spring piece 60 from being pushed out caused by operational movement.

The functionally plate-shaped section 61 can also protrude inward beyond the front end of the projection, as shown in Figure 5b is shown. The spring piece shown there with its plate-like section 61 (due to a U-shaped bending of a spring plate with reinforcements) protrudes at the front (seen to the left) beyond the securing projection 17 .

Claims (2)

1. Carriage for a door leaf for longitudinal movement of the door leaf in a parallel stored position, wherein

   - a housing region (10) having at least two running rollers (20, 21) and a bearing point for swivellably supporting an extension arm (30) is provided;

   - the extension arm (30) has a far bearing point (100) for the door leaf for parallel storing of the door leaf and a bearing point (38) closer to the housing region (10) for an end of a control arm (35);

   - a control portion (40; 41) is continued in a longitudinal direction of the housing region (10) and has a guide (41) for the other end region of the control arm (35);

   - a releasably locked position of the control arm (35) by a downwardly projecting protrusion (39b) in an angled end region (41b) of the guide is secured by a spring element (14), wherein

   the extension arm (30) can be contacted tightly against the housing region (10) in its pivoted-in position wherein a convex curvature (42) in a side region of the control portion (40, 41), which is angled to the longitudinal guide, is received in a bay-shaped recess (33) in the extension arm (30) and the angled end region (41b) of the guide (41) is arranged in the convex curvature (42) of the control portion (40), characterized in that the bay-shaped recess (33) does not completely engage through to the lower face of the extension arm (30) in the vertical direction.
2. The carriage according to claim 1, characterized in that the bay-shaped recess (33) is arranged beneath a slit or gap (31) for receiving the control arm (35).

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