EP3888999A1 - Pressure-resistant two-wing door system - Google Patents

Abstract

The invention relates to a two-leaf door system (20) for rail vehicles, comprising • a sealing frame (22) arranged around a door opening (25) with a sealing surface (36) facing the outside of the vehicle, • a first door leaf (20a) with a front door in the closing direction first main closing edge (21a), 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), wherein the first door leaf (20a) in the area of the first main closing edge (21a) forms a rigid frame pillar (23) with a first support surface (24a) facing the outside of the vehicle, • a second door leaf (20b) with 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 support surface (24b) facing a vehicle interior in the region of the second main closing edge (21b) It is characterized in that the first support surface (24a) and the second support surface (24b) rest against one another when the door system (20) is closed, so that the rigid frame column (23) acts as an abutment for the second door leaf (20b) in the event of pressure surges ) serves.

Description

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

Entry systems for rail vehicles often include two door leaves that open or close an entry area via a sliding or pivoting / sliding movement. When the door leaves close the entry area, their main closing edges touch. In both single-leaf and double-leaf door systems, the main closing edge is located on the front door leaf edge in the closing direction. A secondary closing edge of the door leaf is arranged at the rear in the closing direction. The main closing edge and the secondary closing edge of a door leaf extend over the entire height of a door leaf.

In the case of rail vehicles, when entering tunnels or when trains meet, an overpressure or underpressure occurs, which exerts a load on the door system. In addition, these pressure surges are uncomfortable for passengers. The pressure surges increase with the increasing speed of the train. Due to this, particularly pressure-resistant door systems are used in high-speed trains. Up to now, pressure-proof door systems have only been used as single-leaf door systems. The doors are usually locked passively on the main closing edge and actively on the secondary closing edge. The passive locking on the main closing edge is implemented by the door leaf running in behind passive locking elements on the portal side, such as inlet wedges. The passive locking elements are distributed over the entire height of the door leaf in order to be able to absorb the operating forces that occur with the least possible deformation of the door leaf. In addition, the vehicle frame and door leaf frame are designed to be particularly rigid, which also reduces deformation of the door leaf. The tightness between the door leaf and the vehicle frame is achieved by a seal arranged around the door leaf.

In the case of high passenger turnover, as is common in commuter traffic, for example, entry areas with a narrow width, as usually occur in single-leaf door systems, are disadvantageous. Few passengers can do that Leave the rail vehicle or get on it at the same time. As a result, the downtimes of the trains in stations are relatively long. As a rule, wide entry areas are only available for double-leaf, non-pressure-proof door systems. The time required to open and close the door system is greatly reduced in a double-leaf system, since each door leaf only has to cover half of the travel distance.

The object of the present invention to be achieved is to provide a two-leaf door system which is pressure-capable. Furthermore, this door system should have a simple structure. The problem to be solved is also to provide a rail vehicle with a double-leaf door system which is pressure-capable.

The stated object is achieved by a two-leaf door system with the features of claim 1. Furthermore, the object is achieved by a rail vehicle with the features of claim 11. Advantageous configurations and variants of the invention emerge from the subclaims and the following description. The features listed individually in the subclaims can be combined with one another in any technically meaningful manner 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 im Bereich der ersten Hauptschließkante eine biegesteife Rahmensäule mit einer zu einem Fahrzeugaußenbereich weisenden ersten Abstützfläche ausbildet,
• 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 im Bereich der zweiten Hauptschließkante eine zu einem Fahrzeuginnraum weisenden zweite Abstützfläche ausbildet,

wobei die erste Abstützfläche und die zweite Abstützfläche in einem geschlossenen Zustand des Türsystems aneinander anliegen, sodass die biegesteife Rahmensäule bei Druckstößen als Widerlager für den zweiten Türflügel dient.A double-leaf door system according to the invention for rail vehicles 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 having one in the area of the first main closing edge forms a rigid frame pillar with a first support surface facing a vehicle exterior area,
• 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 having a forms a second support surface facing a vehicle interior,

wherein the first support surface and the second support surface rest against one another in a closed state of the door system, so that the rigid frame pillar serves as an abutment for the second door leaf in the event of pressure surges.

It is essential for the invention that the rigid frame pillar is provided in the area of the first main closing edge of the first door leaf, which absorbs the forces of the pressure surges. The rigid frame pillar forms a first support surface and serves as an abutment for the second door leaf. The second door leaf forms a second support surface in the area of the second main closing edge. The two support surfaces are pressed against each other in the event of pressure surges and seal the vehicle interior against changes in pressure.

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

Due to the rigid frame pillar, the door leaves can absorb the operating forces that arise without deformation of the door leaves due to pressure surges. The door leaves are designed for fatigue loads above 1,200 Pa. The two-leaf door system according to the invention is pressurized, as a result of which no pressure changes can occur in the vehicle interior due to pressure surges, so that passenger comfort is considerably increased. The door opening and closing times of the two-leaf door system according to the invention are comparable to the door opening and closing times of single-leaf door systems.

On the first secondary closing edge and on the first transverse sides, the first door leaf has a first seal which, in the closed state of the first door leaf, rests against the sealing surface of the sealing frame. A second seal is arranged on the second main closing edge, on the second secondary closing edge and on the second transverse sides.

A single, one-piece first seal is preferably arranged on the first secondary closing edge and on the first transverse sides of the first door leaf. Alternatively, the first seal can be designed in three parts, for example. A part of the first seal can seal the first upper transverse side, a further part the first lower transverse side and a further part the first secondary closing edge. Additional sealing elements can be provided at the respective corners of the first door leaf at which the ends of the individual sealing parts meet.

A single circumferential one-piece second seal is advantageously arranged on the second main closing edge, the second secondary closing edge and the two second transverse sides of the second door leaf. Alternatively, the second seal can also be designed in four parts, for example. One part of the second seal can seal the second upper transverse side, another part the second lower transverse side, another part the second secondary closing edge and another part the second main closing edge. Additional sealing elements can be provided at the respective corners of the second door leaf at which the ends of the individual sealing parts meet. The second seal is arranged in the area of the second main closing edge in the closed state of the two-leaf door system between the two support surfaces and is preferably compressed.

The first seal and the second seal are advantageously designed as butterfly seals. A butterfly seal has two sealing lips which, when the door system is closed, lie against the sealing frame and the first support surface. The first and the second seal can also be designed differently, as long as they are suitable for sealing a double-leaf door system.

At least one inlet wedge is advantageously arranged on the end face of the first main closing edge. An inlet keyway is arranged along the second main closing edge in the edge region of the second door leaf, in which the inlet wedge is arranged in the closed state of the door system and exerts a pressure force on the support surfaces.

It is particularly advantageous for a plurality of, very particularly advantageously, three inlet wedges to be arranged at a distance from one another along the first main closing edge. Correspondingly, several, preferably three, corresponding inlet keyways are arranged on the second main closing edge. This enables a stable and pressure-proof locking to be achieved. Alternatively, it is also possible that a single inlet keyway is provided which extends along the second main closing edge. When the door system is closed, the inlet wedges, which are spaced apart from one another, are arranged in the inlet keyway. A single inlet wedge can also be arranged over the entire first main closing edge. An inlet wedge running over the entire main closing edge enables a particularly stable and thus pressure-proof locking of the door leaves.

A first rubber finger protection is advantageously arranged on the front side of the second door leaf along the second main closing edge in the area of the outside of the door and a second rubber finger protection in the area of one of the inside of the door. The inlet keyway or the plurality of inlet keyways are arranged between the two rubber finger guards. The finger protection rubbers can be made hollow, whereby they can be compressed and sensors, such as pressure sensors, can accommodate.

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

According to a further aspect, the present invention relates to a rail vehicle whose two-leaf door systems are designed according to one of the features mentioned above. No elastic deformation occurs on the door leaves when entering tunnels or when trains meet, which generate pressure surges.

The first door leaf is preferably locked on the sealing frame before the second door leaf is set in motion and is locked on the first door leaf. During the closing process, the door leaves move at an angle of approx. 45 °. After the closing process, the locking elements on the door leaf side are inserted behind locking elements in a step bar of the door opening.

The closing process of the two door leaves can also take place 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, whereby the duration of the closing process is shorter than with the asynchronous closing process. The opening of the two door leaves can also take place asynchronously, quasi-parallel or in parallel.

Fig. 1

eine schematische Darstellung einer Türöffnung eines Schienenfahrzeugs mit einem geschlossenen ersten Türflügel und einem geöffneten zweiten Türflügel,

Fig. 2

eine isometrische Querschnittsdarstellung eines Teilbereichs der Türöffnung mit geschlossenem erstem Türflügel und

Fig. 3

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

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

Fig. 1

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

Fig. 2

an isometric cross-sectional view of a portion of the door opening with the first door leaf closed and

Fig. 3

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

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

the Figure 1 shows a schematic illustration of a door opening 25 of a rail vehicle, the illustration showing an outer surface S1 of a door leaf. Passengers can get into the rail vehicle or leave it via the door opening 25. The door opening 25 is surrounded by a sealing frame 22. The door opening 25 can be closed via the first door leaf 20a and the 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 1 The example shown is 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 52, 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 a first main closing edge 21a by means of a central lock (not shown). The second door leaf 20b then closes. The second door leaf 20b forms an in Closing direction a front second main closing edge 21b, a rear second secondary closing edge 50b 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 on the first main closing edge 21a of the first door leaf 20a in a manner similar to a passive locking of a classic single-leaf door system.

The passive locking on the main closing edges 21a, 21b of both door leaves 20a, 20b is implemented by running several inlet wedges 26 of the first door leaf 20a, which are spaced apart from one another along the first main closing edge 21a, into recesses on the second main closing edge 21b of the second door leaf 20b.

In the Figure 2 an isometric cross-sectional illustration of a portion of the locked first door leaf 20a in a lower portion of the door opening 25 is shown. Also in Figure 2 the door leaf outer surface S1 is shown. A frame pillar 23 extends along the y-axis in the area of the first main closing edge 21a. The frame pillar 23 is particularly rigid and forms a first support surface 24a for the second door leaf 20b over the entire height of the first main closing edge 21a.

The first door leaf 20a rests against a sealing surface 36 of the sealing frame 22. The first door leaf 20a has a three-sided circumferential first seal 34a. The first seal 34a is arranged on the sides of the first door leaf 20a which rest against the sealing frame 22 in the closed state of the door system 20. No first seal 34a is provided on the first main closing edge 21a. Also, no seal is arranged on the first support surface 24a. However, it is also possible to equip the first support surface 24a with a seal.

Figure 3 shows an isometric cross-sectional representation of a partial area of the two door leaves 20a, 20b in a closed state of the door system 20, the door leaf outer surface S1 being recognizable. 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 gate keyway 30, and the second frame groove 31 are arranged parallel to each other along the z-axis from the door leaf outer surface S1 to the door leaf inner surface S2.

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 are compressed and can accommodate sensors such as pressure sensors. A second seal 34b is arranged on the first rubber finger protection 27. The second seal 34b is designed as a butterfly seal. The butterfly seal has two sealing lips 60 and is arranged on the first finger protection rubber 27 facing the vehicle interior.

The geometric dimensions of the inlet keyway 30 are larger than the first frame groove 29. During the closing process, the inlet keyway 30 is pushed onto the inlet key 26, as a result of which the inlet keyway 30 and the inlet key 26 make contact. The inlet wedge 26 causes a contact pressure on the first support surface 24a. The second door leaf 20b forms a second support surface 24b. The second support surface 24b extends in the region of the second main closing edge 21b over the height of the second door leaf 20b. The first support surface 24a is pressed against the second support surface 24b. The second seal 34b is compressed and seals the vehicle interior.

List of reference symbols

20th

double-leaf door system

20a

first door leaf

20b

second door leaf

21a

first main closing edge

21b

second main closing edge

22nd

Sealing frame

23

Frame pillar

24a

first support surface

24b

second support surface

25th

Door opening

26th

Inlet wedge

27

first finger protection rubber

28

second finger protection rubber

29

first frame groove

30th

Inlet keyway

31

second frame groove

34a

first seal

34b

second seal

36

Sealing surface

50a

first secondary closing edge

50b

second secondary closing edge

52a

first upper transverse page

52b

second upper transverse page

54a

first lower transverse page

54b

second lower transverse page

60

Sealing lips

S1

Door leaf outer surface

S2

Door leaf inner surface

Claims (11)

Having a two-leaf door system (20) for rail vehicles • a sealing frame (22) which is arranged around a door opening (25) and has a sealing surface (36) facing the outside of the vehicle, • a first door leaf (20a) with 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 form the first main closing edge (21a) and the first secondary closing edge (50a), the first door leaf (20a) in the area of the first main closing edge (21a) forming a rigid frame pillar (23) with a first support surface (24a) facing the outside of the vehicle, • a second door leaf (20b) with 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 forms the second main closing edge (21b) and the second secondary closing edge (50b), the second door leaf (20b) forming a second support surface (24b) facing a vehicle interior in the area of the second main closing edge (21b), wherein the first support surface (24a) and the second support surface (24b) rest against each other in a closed state of the door system (20), so that the rigid frame column (23) serves as an abutment for the second door leaf (20b) in the event of pressure surges. Double-leaf door system (20) according to Claim 1, characterized in that a circumferential 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). Double-leaf door system (20) according to one of the preceding claims, characterized in that a circumferential second seal (34b) is provided 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) ) is arranged. Double-leaf door system (20) according to one of Claims 2 to 3, characterized in that the seals (34a, 34b) are each formed in one piece. Double-leaf door system (20) according to one of Claims 2 to 4, characterized in that the first seal (34a) and the second seal (34b) are designed as butterfly seals. Double-leaf door system (20) according to one of the preceding claims, characterized in that at least one inlet wedge (26) is arranged on the front side of the first main closing edge (21a) and is arranged in an inlet keyway (30) when the door system (20) is closed, which is arranged in an edge region of the second door leaf (20b). Double-leaf door system (20) according to claim 6, characterized in that on the first main closing edge (21a) a plurality, preferably three, spaced apart inlet wedges (26) and correspondingly a plurality of corresponding inlet wedge grooves (30) are arranged on the second main closing edge (21b) are. Double-leaf door system (20) according to Claim 6, characterized in that a single inlet keyway (30) extending along the entire second main closing edge (21b) is provided in which the plurality of inlet wedges (26) spaced apart from one another in the closed state of the door system (20 ) are arranged. Double-leaf door system (20) according to one of claims 6 to 8, characterized in that a first finger protection rubber (27) and a parallel second finger protection rubber (28) are arranged on the second door leaf (20b) along the second main closing edge (21b), wherein the at least one inlet keyway (30) is arranged between the two finger protection rubbers (27, 28). Double-leaf door system (20) according to Claim 9, characterized in that the first rubber finger protection (27) is molded onto the second seal (34b). Rail vehicle characterized in that its two-leaf door systems (20) are designed according to one of Claims 1 to 10.

Images