EP3888997B1 - Pressure-tight two-leaf door system - Google Patents

Description

The present invention relates to a double-leaf door system for rail vehicles. The invention also relates to a rail vehicle with a double-leaf door system.

Entry systems for rail vehicles often include two door leaves that open or close an entry area by means of a sliding or swiveling/sliding movement. When the door leaves close the entrance area, their main closing edges make contact. In the case of both single-leaf and double-leaf door systems, the main closing edge is on the front edge of the door leaf in the closing direction. The main closing edge extends over the entire height of a door leaf. A double-leaf door system is from the EP 2 993 103 A1 and the AT 406 361 B known.

In rail vehicles, over- or underpressure occurs at tunnel entrances or when trains meet, which puts a strain on the door system. In addition, these pressure surges are uncomfortable for passengers. The pressure surges increase with increasing speed of the train. For this reason, high-speed trains use particularly pressure-tight door systems that are aerodynamically pressure-resistant in accordance with UIC 660. So far, pressure-tight door systems have only been designed as single-leaf door systems. The tightness between the door leaf and the sealing frame is achieved by a seal arranged around the door leaf.

In the case of double-leaf door systems, an aerodynamic pressure upgrade according to UIC 660 has not been possible to date, since pressure surges between the main closing edges of the two door leaves can reach the vehicle interior.

The problem to be solved by the present invention is to provide a two-leaf door system which has an aerodynamic pressure improvement according to UIC 660. Furthermore, this door system should be simple in construction. The problem to be solved is also to provide a rail vehicle with a double-leaf door system which is aerodynamically pressure-resistant according to UIC 660.

The stated task is solved by a double-leaf door system with the features of claim 1 . Furthermore, the object is achieved by a rail vehicle having the features of claim 12. Advantageous configurations and variants of the invention result from the dependent claims and the following description. The features listed individually in the subclaims can be combined with one another in any technically meaningful way, as well as with the features explained in more detail in the following description, and represent other advantageous embodiment variants of the invention.

• einen um eine Türöffnung angeordneten Abdichtrahmen mit einer zu einem Fahrzeugaußenbereich weisenden Dichtfläche,
• einen ersten Türflügel mit einer in Schließrichtung vorne angeordneten ersten Hauptschließkante, einer in Schließrichtung hinten angeordneten ersten Nebenschließkante, einer ersten oberen Querseite und einer ersten unteren Querseite, die die erste Hauptschließkante und die erste Nebenschließkante verbinden, wobei der erste Türflügel
  • o an der ersten Nebenschließkante und an den ersten Querseiten eine erste Dichtung aufweist, die im geschlossenen Zustand des ersten Türflügels an der Dichtfläche des Abdichtrahmens anliegt,
  • o im Bereich der ersten Hauptschließkante eine biegesteife Rahmensäule mit einer zum Fahrzeugaußenbereich weisenden ersten Abdichtfläche ausbildet, wobei am unteren und oberen Ende der Rahmensäule jeweils ein Eckelement angeordnet ist, die jeweils aufweisen
    • ein biegesteifes Verlängerungselement, das
      • die Rahmensäule im geschlossenen Zustand des ersten Türflügels bis zur Dichtfläche des Abdichtrahmens verlängert und einen Spalt zwischen dem Abdichtrahmen und der Rahmensäule überbrückt,
      • eine zum Fahrzeugaußenbereich weisende Kontaktfläche aufweist,
    • ein Vertikalelement, das sich in einer vertikalen ausgerichteten Ebene quer zur Kontaktfläche des Verlängerungselements erstreckt, an der Rahmensäule angeordnet ist und spaltfrei mit dem Verlängerungselement verbunden ist,
    • ein Anlageelement das spaltfrei mit dem Verlängerungselement verbunden ist und mit einer Anlagefläche im geschlossenen Zustand des ersten Türflügels an der Dichtfläche des Abdichtrahmens anliegt,
• einen zweiten Türflügel mit einer in Schließrichtung vorne angeordneten zweiten Hauptschließkante, einer in Schließrichtung hinten angeordneten zweiten Nebenschließkante, einer zweiten oberen Querseite und einer zweiten unteren Querseite, die die zweite Hauptschließkante und die zweite Nebenschließkante verbinden, wobei der zweite Türflügel
  • o an der zweiten Hauptschließkante, an der zweiten Nebenschließkante und an den zweiten Querseiten eine zweite Dichtung aufweist, die im geschlossenen Zustand des zweiten Türflügels an der Dichtfläche des Abdichtrahmens, der ersten Abdichtfläche der Rahmensäule und der Kontaktfläche des Verlängerungselementes anliegt.

A double-leaf door system for rail vehicles according to the invention, which has the following features:

• a sealing frame arranged around a door opening with a sealing surface facing a vehicle exterior,
• a first door leaf with a first main closing edge arranged at the front in the closing direction, a first secondary closing edge arranged at the rear in the closing direction, a first upper transverse side and a first lower transverse side, which connect the first main closing edge and the first secondary closing edge, the first door leaf
  • o has a first seal on the first secondary closing edge and on the first transverse sides, which rests against the sealing surface of the sealing frame when the first door leaf is closed,
  • o forms a rigid frame pillar in the area of the first main closing edge with a first sealing surface facing the vehicle exterior, wherein a corner element is arranged at the lower and upper end of the frame pillar, each of which has
    • a rigid extension element, the
      • when the first door leaf is closed, the frame pillar is extended to the sealing surface of the sealing frame and bridges a gap between the sealing frame and the frame pillar,
      • has a contact surface facing the vehicle exterior,
    • a vertical element extending in a vertically aligned plane transverse to the contact surface of the extension element extends, is arranged on the frame column and is connected to the extension element without a gap,
    • a contact element which is connected to the extension element without a gap and which rests with a contact surface on the sealing surface of the sealing frame when the first door leaf is closed,
• a second door leaf with a second main closing edge arranged at the front in the closing direction, a second secondary closing edge arranged at the rear in the closing direction, a second upper transverse side and a second lower transverse side which connect the second main closing edge and the second secondary closing edge, the second door leaf
  • o has a second seal on the second main closing edge, on the second secondary closing edge and on the second transverse sides, which in the closed state of the second door leaf rests on the sealing surface of the sealing frame, the first sealing surface of the frame pillar and the contact surface of the extension element.

According to the invention, the door opening is surrounded by the sealing frame. Apart from the dimensions, the sealing frame basically corresponds to a sealing frame of a single-leaf door system. When the door system is in a closed state, the two door leaves seal against a sealing surface of the sealing frame.

The first door leaf forms the rigid frame column in the area of the first main closing edge. It is essential for the invention that the rigid frame pillar serves as an abutment for the second door leaf and forms a first sealing surface.

There is a horizontal gap between the door leaf and the sealing frame at the top and bottom of the frame column. Pressure surges can penetrate the vehicle interior through the gap. However, the corner elements arranged at the upper and lower end of the frame column lengthen the frame column and thus also close the gap.

The second door leaf has a seal in its edge region, ie on the second main closing edge, the second secondary closing edge, the second upper transverse side and the second lower transverse side. When the second seal contacts the first sealing surface, the second seal is compressed and the vehicle interior is pressure-sealed along the main closing edges. Pressure-tight means that the requirements of UIC 660 are met, so that the pressure in the vehicle interior is only changed by a defined maximum amount, for example when trains meet or when entering a tunnel.

The corner elements are designed to be particularly rigid and can absorb the resulting pressure surges without deforming. Deformation could result in the second seal no longer fully resting on the contact surface of the respective corner element and leakage occurring.

The door system according to the invention is preferably characterized in that the extension element, the contact element and the vertical element are connected to one another in one piece. Alternatively, it is also possible for the extension element, the contact element and the vertical element to form separate components which are assembled into one component.

• sich in einer horizontal ausgerichteten Ebene quer zur Kontaktfläche des Verlängerungselements erstreckt,
• die erste Dichtung kontaktiert, und
• spaltfrei mit dem Vertikalelement und dem Anlageelement verbunden ist.

The door system according to the invention is advantageously characterized in that a horizontal element is arranged on each of the front ends of the frame column

• extends in a horizontally oriented plane transverse to the contact surface of the extension element,
• contacting the first seal, and
• is connected without a gap to the vertical element and the contact element.

The door system according to the invention is preferably characterized in that the extension element, the vertical element, the contact element and the horizontal element are connected to one another in one piece and together form the corner element. Alternatively, it is also possible that the extension element, the vertical element, the contact element and the horizontal element form separate components and are assembled to form the corner element.

The contact surface of the extension elements can advantageously be essentially convex. Pressure surges cannot get into the vehicle interior at the upper and/or lower end of the first main closing edge.

The door system according to the invention is advantageously characterized in that the first seals and the second seals are designed as butterfly seals. The butterfly seal has two sealing lips that rest on the sealing frame, the first sealing surface and the contact surface when the door system is closed. The resulting pressure surges cannot penetrate the vehicle interior at the edges of the first and second door leaf; the vehicle interior is sealed pressure-tight from the vehicle exterior. The seal can also be any other type of seal, as long as the seal ensures adequate sealing of the vehicle interior according to UIC 660.

Advantageously, a single circumferential one-piece first seal can be arranged on the first secondary closing edge and on the first transverse sides of the first door leaf. Alternatively, the first seal can be formed in sections. A part of the first seal can seal the first upper lateral side, another part the first lower lateral side and another part the first secondary closing edge. Additional seals can be provided at the respective corners of the first door leaf, where the ends of the individual sealing parts meet.

A single circumferential one-piece second seal can preferably be arranged on the second main closing edge, the second secondary closing edge and the second transverse sides of the second door leaf. Alternatively, the second seal can be formed in sections. A part of the second seal can seal the second upper lateral side, another part the second lower lateral side, another part the second secondary closing edge and another part the second main closing edge. Additional seals can be provided at the respective corners of the second door leaf, where the ends of the individual sealing parts meet.

At least one inlet wedge can advantageously be arranged on the front side of the first main closing edge Inlet keyway can be arranged, which can be arranged in an edge region of the second door leaf. When the second door leaf is retracted, the guide wedge engages in the guide wedge groove and exerts a compressive force on the sealing surfaces.

Advantageously, a plurality, preferably three, spaced-apart inlet wedges and a corresponding plurality, preferably three, corresponding inlet wedge grooves can be arranged on the second main closing edge. Alternatively, a single run-in wedge can be arranged over the entire first main closing edge. A run-in wedge running over the entire first main closing edge enables a particularly stable and thus pressure-tight locking of the door system. A stable and pressure-tight locking can be achieved with three individual, spaced-apart entry wedges, while at the same time reducing the weight of the door system.

A single entry keyway extending along the second main closing edge can preferably be provided, in which the plurality, preferably three, entry keys spaced apart from one another can be arranged when the door system is in the closed state.

Advantageously, a first rubber finger guard and a second rubber finger guard running parallel can be arranged on the second door leaf along the second main closing edge, it being possible for the one inlet wedge groove or the plurality of inlet wedge grooves to be arranged between the two rubber finger guards. The finger protection rubbers can be hollow, which means that they can be compressed and sensors, for example pressure sensors, can be accommodated.

The door system according to the invention is preferably characterized in that the first finger protection rubber is molded onto the second seal. The seal and the first finger protection rubber thus form a component, so that the assembly times are short. Alternatively, it is also possible for the first finger protection rubber and the seal to form two separate components which can also be mounted independently of one another on the second door leaf.

According to a further aspect, the present invention relates to a rail vehicle whose double-leaf door systems are designed according to one of the features mentioned above. The door opening and door closing speeds are just as fast as with a single-leaf door system of a rail vehicle. However, the entry opening of double-leaf door systems is wider than that of single-leaf door systems. When entering tunnels or when trains meet, the pressure inside the rail vehicle remains almost constant due to the door system according to the invention, so that only pressure changes that correspond to the specifications of UIC 660 occur.

The first door leaf is preferably locked on the sealing frame before the second door leaf is set in motion and locked on the first door leaf. During the closing process, the door leaves move diagonally at an angle of approx. 45° and the locking elements on the door leaf are inserted behind locking elements in a tread strip of the door opening. The first door leaf is locked with central locking elements. The central locking only stabilizes the door leaves to a limited extent, since the door leaves can be moved out over an incline if increased force is applied.

Alternatively, the two door leaves are closed quasi-parallel. Both door leaves are set in motion at the same time. However, the first door leaf reaches the closed position on the sealing frame before the second door leaf and is locked there. Immediately after locking the first door leaf, the second door leaf is moved into the closed position and locked on the first door leaf. A parallel closing process is also possible, which means that the duration of the closing process is shorter than with the asynchronous closing process. The two door leaves are opened in the opposite sequence to the closing process.

The corner elements can be arranged on the frame column and the first sealing surface by means of a plug connection. In addition, the corner elements can be screwed or glued.

Fig. 1

eine schematische Darstellung einer Türöffnung eines Schienenfahrzeugs,

Fig. 2

eine schematische Darstellung der Türöffnung des Schienenfahrzeugs mit einem geschlossenen ersten Türflügel und einem geöffneten zweiten Türflügel,

Fig. 3

eine schematische Darstellung der Türöffnung des Schienenfahrzeugs mit einem geschlossenen Türsystem,

Fig. 4

eine isometrische Darstellung eines Teilbereichs der Türöffnung mit geschlossenem erstem Türflügel,

Fig. 5

eine frontale Ansicht eines Teilbereichs des Türsystems im fast geschlossenen Zustand,

Fig. 6

eine frontale Ansicht eines Teilbereichs des geschlossenen Türsystems und

Fig. 7

eine isometrische Querschnittsdarstellung eines Teilbereichs der beiden Türflügel im geschlossenen Zustand.

Further advantageous and preferred configurations result from the following description with reference to the figures. The figures are not to be understood as limiting, but merely show basic illustrations of the invention. In the drawings showing only one exemplary embodiment

1

a schematic representation of a door opening of a rail vehicle,

2

a schematic representation of the door opening of the rail vehicle with a closed first door leaf and an open second door leaf,

3

a schematic representation of the door opening of the rail vehicle with a closed door system,

4

an isometric representation of a partial area of the door opening with the first door leaf closed,

figure 5

a frontal view of a part of the door system in an almost closed state,

6

a frontal view of a portion of the closed door system and

7

an isometric cross-sectional view of a portion of the two door leaves in the closed state.

An orthogonal coordinate system with an x-axis, a y-axis and a z-axis is inserted in the figures for better understanding. The x-axis extends along the width of the door panels 20a, 20b and parallel to the longitudinal axis of the vehicle. The y-axis extends along the height of the first door panel 20a and the second door panel 20b. The z-axis extends along the thickness of the door panels 20a, 20b and parallel to the transverse axis of the vehicle. The door leaves 20a, 20b have a door leaf outer surface S1 and a door leaf inner surface S2, with the door leaf outer surface S1 facing outwards and the door leaf inner surface S2 facing inwards.

the Figures 1 to 3 show a schematic representation of a door opening 25 of a rail vehicle from the outside. Passengers can enter or leave the rail vehicle via the door opening 25 . The doorway 25 is of a sealing frame 22 surrounded. The door opening can be closed with a first door leaf 20a and a second door leaf 20b.

In figure 1 the door opening 25 is shown open. The door opening 25 can be closed in a parallel, a quasi-parallel or an asynchronous closing process of the door leaves 20a, 20b.

in the in figure 2 The example shown shows an asynchronous closing process in which the door opening 25 has already been closed by the first door leaf 20a. The first door leaf 20a has a first main closing edge 21a at the front in the closing direction, a first secondary closing edge 50a at the rear in the closing direction, a first upper transverse side 52a and a first lower transverse side 54a. The first transverse sides 52a, 54a connect the first main closing edge 21a and the first secondary closing edge 50a.

The first door leaf 20a is locked in the area of the first main closing edge 21a by means of a central lock (not shown). The closing process of the second door leaf 20b then takes place. The second door leaf 20b forms a second main closing edge 21b at the front in the closing direction, a second secondary closing edge 50b at the rear in the closing direction, a second upper transverse side 52b and a second lower transverse side 54b. The second transverse sides 52b, 54b connect the second main closing edge 21b and the second secondary closing edge 50b. The second door leaf 20b is locked at the first main closing edge 21a of the first door leaf 20a in a manner similar to passive locking of a classic single-leaf door system. Passive locking at the main closing edges 21a, 21b of both door leaves 20a, 20b is implemented by a plurality of run-in wedges 26 of the first door leaf 20a, which are arranged spaced apart from one another along the first main closing edge 21a, running into recesses on the second main closing edge 21b of the second door leaf 20b.

In figure 3 the double leaf door system 20 is shown in a closed state. The door opening 25 is closed by both door leaves 20a, 20b. The door panels 20a, 20b rest against the sealing frame 22 and seal the vehicle interior. The sealing frame 22 and the first support surface 24a lie in a door opening plane.

In the figure 4 An isometric cross-sectional view is shown in a lower portion of the door opening 25 of a portion of the locked first door panel 20a. A frame pillar 23 extends along the y-axis in the area of the first main closing edge 21a. The frame pillar 23 is designed to be particularly rigid and can absorb the forces arising from the pressure surges without the first door leaf 20a being deformed and without the door system 20 becoming leaky. In the closing direction, the frame column 23 forms a first sealing surface 24a over the entire height of the first main closing edge 21a.

At a lower end of the rigid frame column 23, a corner element 33 is arranged, which in 4 is shown hatched. The corner element 33 has a rigid extension element 38 and a contact surface 42 pointing to an area outside the vehicle. The extension element 38 extends the frame pillar 23 in the closed state of the first door leaf 20a up to a sealing surface 36 of the sealing frame 22 and bridges a gap between the sealing frame 22 and the frame pillar 23.

Furthermore, the corner element 33 has a vertical element 56 . The vertical element 56 extends in a vertically aligned plane transversely to the contact surface 42 of the extension element 38, is arranged on the frame column 23 and is connected to the extension element 38 without a gap.

The corner element 33 also has a contact element 39 which is connected to the extension element 38 without a gap and rests with a contact surface 40 on the sealing surface 36 of the sealing frame 22 when the first door leaf 20a is in the closed state.

A horizontal element 58 is arranged on each of the front ends of the frame column 23 . The horizontal element 58 extends in a horizontally oriented plane transversely to the contact surface 42 of the extension element 38. The horizontal element 58 contacts the first seal 34a and is connected to the vertical element 56 and the contact element 39 without a gap.

A further corner element 33 (not shown) is arranged at an upper end of the rigid frame column 23 . The corner elements 33 are designed to seal the vehicle interior to the vehicle exterior when both Door leaves 20a, 20b are locked together. The corner elements 33 extend along the y-axis from the first sealing surface 24a to an outer surface of the sealing frame 22. The corner elements 33 extend the rigid frame columns 23 at their lower and upper ends. The corner elements 33 extend along the x-axis below the rigid frame column 23 from an edge region of a door leaf surface of the first door leaf 20a to the first main closing edge 21a. Due to the special geometric shape and the arrangement in an area of the two main closing edges 21a, 21b of the two door leaves 20, 20b, the corner elements 33 prevent pressure surges from entering the vehicle interior. The corner elements 33 seal the vehicle interior against pressure surges in both the horizontal and vertical directions. The two corner elements 33 and the first sealing surface 24a and the rigid frame pillar 23 can form a single component or form separate components which are joined together when the first door leaf 20a is installed. The gaps in the area of the corner element 33 are closed. No pressure surges can penetrate into the vehicle interior between the horizontal element 58 and the frame pillar 23 and the first seal 34a, between the vertical element 56 and the frame pillar 23 and the extension element 38, and between the extension element 38 and the frame pillar 23.

The first door leaf 20a rests against the sealing frame 22 . The first door leaf 20a has a three-sided peripheral first seal 34a. The first seal 34a is arranged on the sides of the first door leaf 20a that bear against the sealing frame 22 when the door system 20 is in the closed state. No first seal 34a is provided on the first main closing edge 21a. Also, no gasket is disposed on the first sealing surface 24a and the corner members 33. However, it is possible to also equip the first sealing surface 24a and the corner elements 33 with a seal. At the lower and upper edge of the first door leaf 20a, the first seal 34a running around the first door leaf 20a on three sides is flush with a horizontal element 58 of the respective corner element 33, as in FIGS figures 4 and 5 shown.

figure 5 shows a section figure 4 , but the second door leaf 20b is in the closing process shortly before it is retracted on the first door leaf 20a. The corner element 33 can be clearly seen, the contact surface 42 of which is convex along the y-axis.

In figure 6 1 is a sectional view of the closed door system 20 in a lower area of the door opening 25. FIG. A second seal 34b running all the way around the second door leaf 20b is in contact with the corner element 33 . The second seal 34b is a butterfly seal. The butterfly seal has two sealing lips 60 which are directed in the direction of the vehicle interior and form an angle of <180° between them. The sealing lips 60 of the butterfly seal are preferably made of rubber. Preferably the entire butterfly seal is made of rubber. In the closed state of the door system 20, the sealing lips 60 of the butterfly seal are compressed on the first sealing surface 24a and also on the contact surfaces 42 and the contact elements 39 of the two corner elements 33. The second door leaf 20b forms a second sealing surface 24b. The second sealing surface 24b extends in the area of the second main closing edge 21b over the height of the second door leaf 20b. The two corner elements 33 seal between the first door leaf 20a and the second sealing surface 24b.

figure 7 shows an isometric cross-sectional view of a portion of the two door leaves 20a, 20b in a closed state of the door system 20 according to the invention, with the door leaf outer surface S1 being visible again. The second door leaf 20b has a first frame groove 29, an inlet keyway 30 and a second frame groove 31. The first frame groove 29, the lead-in keyway 30 and the second frame groove 31 are arranged parallel to one another along the z-axis from the outside inwards.

The two frame grooves 29, 31 are used to attach a finger protection rubber 27, 28, which are held in the frame grooves 29, 31 and locked along the x-axis. The finger protection rubbers 27, 28 are hollow, as a result of which they can be compressed and sensors, such as pressure sensors, can be accommodated. Furthermore, the butterfly seal is arranged on the first finger protection rubber 27 facing the vehicle interior.

The inlet keyway 30 is larger in terms of its geometric dimensions than the first frame groove 29 . During the closing process, the entry keyway 30 is pushed onto the entry key 26, as a result of which the entry keyway 30 and the entry key 26 make contact. The inlet wedge 26 causes a contact pressure on the first sealing surface 24a. The first sealing surface 24a is pressed against the second sealing surface 24b. The second gasket 34b is compressed and seals the vehicle interior.

Reference List

20

double door system

20a

first door wing

20b

second door leaf

21a

first main closing edge

21b

second main closing edge

22

sealing frame

23

frame column

24a

first sealing surface

24b

second sealing surface

25

doorway

26

inlet wedge

27

first finger protection rubber

28

second finger protection rubber

29

first frame groove

30

inlet keyway

31

second frame groove

33

corner element

34a

first seal (three-sided)

34b

second seal (circumferential)

36

sealing surface

38

extension element

39

investment element

40

contact surface

42

contact surface

50a

first secondary closing edge

50b

second secondary closing edge

52a

first top transverse page

52b

second upper transverse side

54a

first lower transverse page

54a

second lower transverse side

56

vertical element

58

horizontal element

60

sealing lips

S1

door leaf outer surface

S2

door leaf inner surface

Claims (14)

1. A double-leaf door system (20) for rail vehicles, having

   • a sealing frame (22) arranged around a door opening (25), having a sealing surface (36) facing a vehicle exterior,

   • a first door leaf (20a) having a first main closing edge (21a) arranged at the front in the closing direction, a first secondary closing edge (50a) arranged at the rear in the closing direction, a first upper transverse side (52a) and a first lower transverse side (54a), which connect the first main closing edge (21a) and the first secondary closing edge (50a), the first door leaf (20a)

   ∘ having a first seal (34a) on the first secondary closing edge (50a) and on the first transverse sides (52a, 54a), which bears against the sealing surface (36) of the sealing frame (22) in the closed state of the first door leaf (20a),

   ∘ forming a flexurally rigid frame column (23) with a first sealing surface (24a) facing the vehicle exterior in the region of the first main closing edge (21a), a corner element (33) being arranged at the lower and upper end of the frame column (23) in each case, which corner elements in each case have

   • a flexurally rigid extension element (38), which

   - extends the frame column (23) up to the sealing surface (36) of the sealing frame (22) in the closed state of the first door leaf (20a) and bridges a gap between the sealing frame (22) and the frame column (23),

   - has a contact surface (42) facing the vehicle exterior,

   • a vertical element (56), which extends in a vertically orientated plane transversely to the contact surface (42) of the extension element (38), is arranged on the frame column (23) and is connected to the extension element (38) in a gapless manner,

   • a bearing element (39), which is connected to the extension element (38) in a gapless manner, and a bearing surface (40) of which bears against the sealing surface (36) of the sealing frame (22) in the closed state of the first door leaf (20a),

   • a second door leaf (20b) having a second main closing edge (21b) arranged at the front in the closing direction, a second secondary closing edge (50b) arranged at the rear in the closing direction, a second upper transverse side (52b) and a second lower transverse side (54b), which connect the second main closing edge (21b) and the second secondary closing edge (50b), the second door leaf (20b)

   ∘ having a second seal (34b) on the second main closing edge (21a), on the second secondary closing edge (50b) and on the second transverse sides (52b, 54b), which bears against the sealing surface (36) of the sealing frame (22), the first sealing surface (24a) of the frame column (23) and the contact surface (42) of the extension element (38) in the closed state of the second door leaf (20b).
2. The double-leaf door system (20) according to Claim 1, characterized in that the extension element (38), the bearing element (39) and the vertical element (56) are connected to one another in one piece.
3. The double-leaf door system (20) according to Claim 1 or 2, characterized in that a horizontal element (58) is arranged in each case at the end-face ends of the frame column (23), which

   - extends in a horizontally orientated plane transversely to the contact surface (42) of the extension element (38),

   - contacts the first seal (34a), and

   - is connected to the vertical element (56) and the bearing element (39) in a gapless manner.
4. The double-leaf door system (20) according to Claim 3, characterized in that the extension element (38), the vertical element (56), the bearing element (39) and the horizontal element (58) are connected to one another in one piece and together form the corner element (33).
5. The double-leaf door system (20) according to one of Claims 1 to 4, characterized in that the contact surface (42) of the extension elements (38) is formed in a substantially convex manner.
6. The double-leaf door system (20) according to one of Claims 1 to 5, characterized in that the first seals (34a) and the second seals (34b) are realized as a butterfly seal.
7. The double-leaf door system (20) according to one of Claims 1 to 6, characterized in that a single peripheral one-piece first seal (34a) is arranged on the first secondary closing edge (50a) and on the first transverse sides (52a, 54a) of the first door leaf (20a).
8. The double-leaf door system (20) according to one of Claims 1 to 7, characterized in that a single peripheral one-piece second seal (34b) is arranged on the second main closing edge (21b), the second secondary closing edge (50b) and the second transverse sides (52b, 54b) of the second door leaf (20b).
9. The double-leaf door system (20) according to one of Claims 1 to 8, characterized in that at least one inlet wedge (26) is arranged on the first main closing edge (21a) at the end, which is arranged in an inlet wedge groove (30) in the closed state of the door system (20), which inlet wedge groove is arranged in an edge region of the second door leaf (20b).
10. The double-leaf door system (20) according to Claim 9, characterized in that a multiplicity of, preferably three, mutually spaced inlet wedges (26) are arranged on the first main closing edge (21a) and a corresponding multiplicity of, preferably three, corresponding inlet wedge grooves (30) are arranged on the second main closing edge (21b).
11. The double-leaf door system (20) according to Claim 10, characterized in that a single inlet wedge groove (30) extending along the second main closing edge (21b) is provided, in which the multiplicity of, preferably three, mutually spaced inlet wedges (26) are arranged in the closed state of the door system (20).
12. The double-leaf door system (20) according to one of Claims 9 to 11, characterized in that a first finger protection rubber (27) and a parallel running second finger protection rubber (28) are arranged on the second door leaf (20b) along the second main closing edge (21b), wherein the one inlet wedge groove (30) or the multiplicity of inlet wedge grooves (30) are arranged between the two finger protection rubbers (27, 28).
13. The double-leaf door system (20) according to one of the preceding claims, characterized in that the first finger protection rubber (27) is moulded onto the second seal (34b).
14. A rail vehicle, characterized in that the double-leaf door systems (20) thereof are constructed according to one of Claims 1 to 9.

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