WO2009092753A1 - Dispositif d'entraînement à double rapport de couple - Google Patents

Dispositif d'entraînement à double rapport de couple Download PDF

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Publication number
WO2009092753A1
WO2009092753A1 PCT/EP2009/050695 EP2009050695W WO2009092753A1 WO 2009092753 A1 WO2009092753 A1 WO 2009092753A1 EP 2009050695 W EP2009050695 W EP 2009050695W WO 2009092753 A1 WO2009092753 A1 WO 2009092753A1
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WO
WIPO (PCT)
Prior art keywords
drive unit
drive
entry
torque
bearing
Prior art date
Application number
PCT/EP2009/050695
Other languages
German (de)
English (en)
Inventor
Andreas Pellegrini
Original Assignee
Gebr. Bode Gmbh & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gebr. Bode Gmbh & Co. Kg filed Critical Gebr. Bode Gmbh & Co. Kg
Publication of WO2009092753A1 publication Critical patent/WO2009092753A1/fr

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/632—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for horizontally-sliding wings
    • E05F15/655—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for horizontally-sliding wings specially adapted for vehicle wings
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05F—DEVICES FOR MOVING WINGS INTO OPEN OR CLOSED POSITION; CHECKS FOR WINGS; WING FITTINGS NOT OTHERWISE PROVIDED FOR, CONCERNED WITH THE FUNCTIONING OF THE WING
    • E05F15/00—Power-operated mechanisms for wings
    • E05F15/60—Power-operated mechanisms for wings using electrical actuators
    • E05F15/603—Power-operated mechanisms for wings using electrical actuators using rotary electromotors
    • E05F15/611—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings
    • E05F15/63—Power-operated mechanisms for wings using electrical actuators using rotary electromotors for swinging wings operated by swinging arms
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/21—Brakes
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/214—Disengaging means
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/23—Actuation thereof
    • E05Y2201/232—Actuation thereof by automatically acting means
    • E05Y2201/234—Actuation thereof by automatically acting means direction dependent
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/23—Actuation thereof
    • E05Y2201/244—Actuation thereof by manual operation
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/252—Type of friction
    • E05Y2201/26—Mechanical friction
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/20—Brakes; Disengaging means; Holders; Stops; Valves; Accessories therefor
    • E05Y2201/262—Type of motion, e.g. braking
    • E05Y2201/266—Type of motion, e.g. braking rotary
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
    • E05Y2201/43—Motors
    • E05Y2201/434—Electromotors; Details thereof
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2201/00—Constructional elements; Accessories therefor
    • E05Y2201/40—Motors; Magnets; Springs; Weights; Accessories therefor
    • E05Y2201/46—Magnets
    • E05Y2201/462—Electromagnets
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2400/00—Electronic control; Electrical power; Power supply; Power or signal transmission; User interfaces
    • E05Y2400/10—Electronic control
    • E05Y2400/32—Position control, detection or monitoring
    • E05Y2400/322—Position control, detection or monitoring by using absolute position sensors
    • E05Y2400/326—Position control, detection or monitoring by using absolute position sensors of the angular type
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2600/00—Mounting or coupling arrangements for elements provided for in this subclass
    • E05Y2600/40—Mounting location; Visibility of the elements
    • E05Y2600/458—Mounting location; Visibility of the elements in or on a transmission member
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/51—Application of doors, windows, wings or fittings thereof for vehicles for railway cars or mass transit vehicles

Definitions

  • the invention relates to a drive device for entry / exit devices for public transport vehicles.
  • Such entry / exit devices are known in particular for passenger doors, but also for entry ramps, sliding steps and the like on vehicles of public passenger transport. Often these are arranged in the region of the door frame or door portals above a passage opening.
  • sliding doors are described in EP 10 409 79 A2 and EP 13 146 26 Al.
  • the drives shown therein are therefore particularly suitable for sliding sliding doors, which perform a pivoting and a lateral displacement during the opening and closing operation.
  • Drive devices for pure rotary or swing doors, ie doors that do not shift sideways are usually located above or below the doors in the area of the door portal.
  • DE 203 16 764 Ul describes the arrangement of a drive device in the upper region of the door portal. However, the arrangement of the drive over the door is disadvantageous in terms of space and space requirements.
  • a locking by hand is possible, for example, by a folding of appropriate levers, in vehicles of passenger traffic, however, the locking must be done automatically usually.
  • locking devices are used, which effect and control, for example, the folding of a lever or the engagement of snap elements via electric motors. These locking devices are separate from the drive Device for the opening and closing process independently. Before opening a door, this must first be unlocked or the door must be locked accordingly after closing. This can be done by a competent person, such as the train driver, outputs a corresponding signal via an actuating element, but it is also conceivable that locking and unlocking operations automatically initiate closing operations or opening operations.
  • the object of the present invention is to provide a drive device for entry / exit devices for vehicles of public passenger transport, which is as simple as possible, can be arranged to save space and in particular the locking device is robust and resistant.
  • the disadvantages of the prior art should be avoided.
  • the object is achieved by a drive device for entry / exit devices for vehicles of public transport, with a Verrieglungsvorraum for locking / unlocking the entry / exit devices and a drive unit, which
  • the holding member acts as an abutment for a torque of the drive unit
  • An essential idea of the invention is therefore to use the already existing drive device for actuating the locking device. So there are no additional motors or drive means necessary, the drive device is used without significant structural changes directly for the operation of the Verrieglungsvorraum.
  • the only condition is that the generated torque of the drive unit interacts with the locking device in such a way that it initially causes an unlocking during the opening process, for example of a door, and only then does the door move.
  • the generated torque of the drive unit is thus used for two tasks, so to speak, which take place in succession or, depending on the embodiment, in parallel.
  • the decisive factor is that when the door is set in motion, it will be unlocked beforehand. In the opposite case, ie during the closing process, the door is advantageously locked by a snap or rotary latch lock.
  • the torque of the drive unit can be transmitted to the rotary column, for example via an output shaft, whereby this rotates, but initially only the locking device actuated and only then a transmission of torque to the opening / closing devices he follows.
  • the actuating element is then connected to the locking device and the entry / exit device in such a way that said two-stage action can take place.
  • a slot may be provided in which a bolt which is connected to the entry / exit device, is slidably mounted
  • the actuator is also also connected to the locking device, for example via a linkage.
  • the distribution of the use of the torque takes place over that the torque is taken off at a second location on the drive unit.
  • an output shaft of the drive unit is connected to the rotary column, while the actuating element is fastened, for example, to a housing of the drive unit and is fixedly connected to the locking device.
  • the drive unit is mounted in a torque bearing that allows movement of the drive unit within the rotary column, without a torque is transmitted to the rotary column.
  • the slot has a curvature corresponding to the rotational movement.
  • the drive unit When the drive unit is switched on, the drive unit thus first rotates itself and carries along the actuating element, which is articulated on the locking device. The locking device is thus actuated without the torque is transferred to the rotary column Ü. By locked in this state door the rotary column acts as a torque arm. If the rotation of the drive unit is blocked by the end of the slot and the door is unlocked, the torque of the drive is removed at the drive shaft and thereby driven the rotary column.
  • the invention is further based on the basic idea to arrange the drive unit directly in a rotary column, the entry / exit device, that is usually a door moves.
  • the space above the door is no longer needed and can be used for other facilities.
  • an opposing bearing is opposed to the torque applied by the drive device.
  • the drive unit is therefore attached to a fixed component of the vehicle.
  • the output torque of the drive device can be transmitted to the rotary column and this rotates.
  • the placement of the drive unit directly in the rotary column in addition to saving space also has many advantages in terms of maintenance and installation of the entire drive device.
  • the storage according to the invention can advantageously also take into account that, due to the length of the rotary column, twisting and deflections thereof during operation can hardly be avoided.
  • the movements of the rotary column come about by the fact that the vehicle is compressed or torpedoed due to acceleration and braking processes and cornering. In the case of buses, tire contact with curbs or similar edges also causes vehicle deformation and thus movement of the rotating column.
  • the drive unit is fixed to a stationary component, such torsions and deflections of the rotary column can adversely affect the drive device.
  • the drive unit is therefore connected via a bearing with the holding member that allows a tumbling of the rotary column, however, prevents rotation about the rotation axis Z-Z. Tumbling is understood to mean a deflection out of the axis of rotation Z-Z in the X and / or Y direction. This function, so to speak, lifts a relative movement between the drive unit and the column.
  • a guide shaft which connects the drive unit to the bearing, slidably mounted in a guide of the bearing.
  • the guide shaft is preferably non-circular for transmitting the torque, it may for example have a polygonal or polygonal geometry.
  • the rotary column itself is rotatably mounted, preferably also in the same holding member which also supports the drive unit.
  • a conventional pivot bearing for supporting the rotary column, this can rotate in the holding member while compensating for positional deviations between the upper and lower bearings in the X and Y directions.
  • the pivot point of the guide shaft and the rotary column bearing should lie on a plane, so be arranged approximately at the same position of the axis of rotation ZZ. This prevents Tensions and loads on the bearings and causes the movement of the drive unit and rotary column as parallel as possible.
  • the movable and flexible mounting of the drive device or drive unit allows the installation of the drive device in different vehicles. It is even conceivable to use the drive device in a rotary column with low inclination, for example up to 5 ° inclined position. Also, the movable storage helps compensate for installation tolerances, which facilitates the installation and maintenance of the entire drive device.
  • a ball-and-socket joint bearing has proved to be a particularly suitable bearing.
  • the guide shaft is guided by means of balls in a ball socket.
  • spherical recesses are arranged, which hold the balls in position.
  • corresponding elongated recesses in the Z direction are provided, in which the balls are guided. Due to the position of the elongated guides in the Z direction, the rotational movement is prevented by Z, but at the same time allows a tumbling about Z-Z or a combined rotation about X and Y.
  • the ball seat can preferably be constructed in two parts.
  • the guide shaft may preferably have a continuous bore extending along its longitudinal axis, through which the necessary cables and similar connections can be guided.
  • a bore has the advantage that on the one hand the space utilization is optimized, on the other hand guided cables and connections are protected.
  • the drive unit can be constructed and arranged differently.
  • the transmission may be connected via its output shaft as the guide shaft to the bearing, but it is also conceivable an arrangement in which the output shaft of the drive motor is connected as a guide shaft fixed to the bearing.
  • the housing of the transmission for example a planetary gear, is firmly connected to the rotary column.
  • the drive unit is only rotated in contrast to the first embodiment, so that the transmission points in the direction of the ground. If the drive motor is energized, rotates the housing of the drive unit, whereby the rotary column in rotation becomes.
  • an outer tube for the drive unit and the torque support in the area of the bearing can be omitted.
  • a non-self-locking drive unit or a non-self-locking reduction gear can be provided, so the blockade is not provided by the drive unit or the transmission, but by a blocking device.
  • a manual operation of the entry / exit devices is always guaranteed due to the low self-locking in an emergency, it must be repealed to only the blocking effect of the blocking device. This leads to a high degree of security.
  • an additional blockage of the drive is absolutely necessary. This can be done by an additional braking device which causes a mechanical locking of the drive in the non-energized state.
  • This brake can be unlocked manually and manually by hand in order to decouple the drive and thus enable electrical and / or manual operation.
  • the manual unlocking of the brake can be done via a known spring-applied brake with manual release, the manual release of the brake can be used for a mechanical emergency release.
  • Such brakes are known by the term "low-active brake.”
  • any other suitable blocking device can be used, for example, the brake can act on the output shaft of the output motor by means of spring force and be electromagnetically releasable.
  • a so-called high-active brake is possible.
  • Such a brake is also known under the term anchor brake.
  • anchor brake This means that the brake is active when energized and the door is fixed in this position. It is a prerequisite that the entrance door is provided with an external locking device to lock the entry permanently safe in a parked vehicle longer. This can be done, for example, by a remote-controlled central locking lock. In the case of a vehicle parked for a shorter period of time, the door can be locked by delaying the supply voltage without the external interlock. The brake will continue to be energized for this period.
  • the door is no longer fixed and can be manually moved by hand, but a mechanical emergency release eg via Bowden cable is no longer required.
  • the emergency unlocking takes place, for example, via a normally closed contact in the control line for the brake.
  • the emergency release can be reset either centrally or remotely with simple means, the decentralized reset of the emergency release, for example via an external relay connection.
  • the invention can even be completely dispensed with a brake as a blocking device when the drive motor can be short-circuited. About the occurring short-circuit torque of the drive motor so the door can be kept locked and a movement of the door can be prevented. This function is always guaranteed, even when the vehicle is stationary and not in operation.
  • the connection between the two contacts of the motor is preferably interrupted by a mechanical switch, the short-circuit torque is released and the door can easily be opened by hand without any problems.
  • the self-locking of the door is thus canceled by simply disconnecting the plus or minus line of the engine.
  • the lock is always present in the de-energized state of the motor, that is, a power failure has no changing influence on this.
  • the emergency release can always be carried out by pressing the short-circuit switch. It is possible to lock the entry / exit device, in particular a door, after interrupting the short circuit by switching back the switch.
  • the short-circuit switch according to the invention preferably operates directly without auxiliary power and thus also when the vehicle is stopped or when power is interrupted.
  • the advantages of using such a short circuit switch are on the one hand in the reduction of the necessary components for the emergency release, for otherwise, the short-circuit switch can be placed at any ergonomically favorable location, eliminating the need to lay standard Bowden cables or pneumatic lines.
  • a combination of a lock based on a short circuit and the use of a brake or mechanical locking is possible. This may be the case in particular if the short-circuit torque is insufficient to securely lock the door.
  • the switchable short circuit can be advantageously ensured by special windings of the motor windings, which are provided exclusively for the production of the short circuit. By special windings and an increased braking effect or Verrieglungs Bark can be achieved.
  • the output element of the reduction gear can be connected to a lifting rotary unit, a known per se component, which is used in particular for exterior swing doors. About the door stroke doing a positive connection of the door leaf with the door portal via locking wedges.
  • an encoder determines the position of the door even in the de-energized state of the vehicle and recognizes when you turn the power again, the position even if the door has been moved manually in the meantime.
  • Absolute encoders have proven to be practicable in which appropriate values are picked up via sliding contacts above the rotary column. According to the invention, however, a contactless, electronic absolute encoder can also be used.
  • it is mounted on the output shaft of the transmission and consists for example of a magnet which is connected to the rotating unit, and an electronic chip, to which the rotating magnet is exactly axially centered.
  • another gear with the same reduction as the output gear is attached to the engine.
  • the magnet and a housing for receiving the electronic chip can be easily grown axially-centric.
  • the drive motor and the transmission may continue to be arranged brake. Since no torque must be transmitted via the additional gear, this can be designed as a cost plastic gear.
  • the detection of the rotary path via the output shaft has the advantage that any material fractures can be detected within the drive and reported at an unwanted door opening.
  • the total reduction gear may for example be divided into two individual gears, which are coupled together by a disengageable clutch.
  • the controllable clutch may be formed as a spring-engaging clutch which is connected to a manually operable emergency release device.
  • the first reduction gear is connected to the drive motor and the first coupling half together axially by means of spring force of a compression spring with the second coupling half and the second reduction gear.
  • the structure of the coupling is very simple and can be realized with significantly fewer components.
  • the outer diameter also remains significantly smaller, since the connection point of the Bowden cable is provided centrally in the housing.
  • 1 shows a schematic diagram of a drive device
  • 2 shows a schematic axial section of an exemplary embodiment of a drive unit for entry / exit devices
  • FIG. 3 shows a sectional view of a second embodiment of the mounting of the drive device
  • Fig. 5 a cross section through the bearing showing the arrangement of balls.
  • FIG. 6 shows an embodiment according to the invention in axial section with actuating element
  • FIG. 7 is a sectional view of an inventive storage of the drive unit for entry / exit devices with torque distribution
  • FIG. 1 shows, in a simplified schematic diagram, a drive device 20.
  • a drive unit 22 is accommodated in a rotary column 24.
  • the rotary column 24 has retaining arms 26 for the attachment of a door, not shown, and is rotatably supported by a bottom bearing 28 on a base, usually a vehicle floor.
  • a rotary bearing 38 is shown, via which the rotary column 24 is rotatably mounted about a steering axis Z-Z in a bearing 34.
  • An output shaft 54 of the drive unit 22 is rotatably connected via a rotary column bearing 30 with the rotary column 24, so that via the rotary column bearing 30, a rotational movement of the rotary column 24 can be effected.
  • a guide shaft 32 extends into the bearing 34 and is rotatably connected via a drive unit bearing 36 with this.
  • the drive unit bearing 36 can be embodied, for example, as a ball-and-socket joint bearing and serves to receive the torque of the drive unit 22, which in turn is firmly connected to a holding component 40.
  • Figure 2 shows a constructed as a compact drive and arranged in the rotary column 24 drive unit 22, for example, for a passenger door, in the inside a slender, tubular housing 42 in the axial direction one behind the other an electric drive motor 44 and a reduction gear 46, shown as a three-part planetary gear, are arranged.
  • the drive motor 44 is followed by a brake 48, which is also housed within the housing 42 and may be designed as a spring-engaging and electromagnetically and mechanically releasable "low-active brake” or as a "high-active brake”.
  • the reduction gear 46 is not designed to be self-locking.
  • An unrecognizable output element of the drive motor 44 is connected to an e- incidentally not visible input element of the reduction gear 46, the output shaft 54 is connected via the rotary column bearing 30 with the rotary column 24.
  • the rotary column 24 tapers below the drive unit 22.
  • the guide shaft 32 extends from the housing 42 into the bearing 34, the bearing being connected to the support member 40 of the vehicle.
  • the torque generated by the drive motor 44 is transmitted via the reduction gear 46 to the transmission output shaft 54.
  • only the brake 48 must be solved, after which the manual operation of the passenger door due to the lack of self-locking of the reduction gear 46 is readily possible.
  • brake 48 may be provided for locking a short-circuiting device that short-circuits the motor windings of the drive motor 44 for locking.
  • the transmission output shaft 54 acts as a guide shaft 32, projects into the bearing 34 and is rotatably mounted there.
  • the housing of the reduction gear 46 is rotatably connected to the rotary column 24. If the drive motor 44 is energized, and the housing of the reduction gear 46 of the drive unit 22 rotates, whereby the rotary column 24 is rotated. In this embodiment, the housing 42 for the drive unit and the torque Mentabstützung (guide 66) omitted in the area of the bearing 32.
  • a second reduction gear 72 is advantageously mounted with the same reduction as the reduction gear 46. At this second reduction gear 72, a magnet and a housing 73 for receiving the electronic chip can be easily grown axially-centric as a donor. Since no torques have to be transmitted via the second reduction gear 72, this can be designed as a cost-effective plastic gear.
  • All electrical and mechanical connection elements e.g. If necessary, a Bowden cable for manual unlocking of the brake 48, are arranged within the housing 22. Also, when using the drive device 20 in a lifting rotary unit, a sensor may be provided for Huber upset.
  • the support member 40 serves as a support for the torque of the drive unit 22.
  • the bearing 34 is designed as a spherical plain bearings and the guide shaft 32 in a two-piece ball seat 58th guided by balls 60.
  • the guide shaft 32 has spherical seats for the balls 60, which hold them in position.
  • corresponding elongated depressions 62 are introduced, which extend in the Z direction.
  • the guide shaft 32 is able to perform tumbling movements by these guides.
  • the recesses 62 allow the guide shaft 32 to wobble in the Z direction, the spherical recesses in the guide shaft 32 allow the torque transmission about the longitudinal axis Z-Z.
  • the bearing of the rotary column 24 via the pivot bearing 64 in which rotate the rotary column 24 about the longitudinal axis ZZ and can compensate for wobbling.
  • the ball seat 58 is arranged centrally in the pivot bearing 64 in the Z direction.
  • the rotary column 24 and the guide shaft 32 thus have, so to speak, a common wobble point 70 which is arranged on the longitudinal axis ZZ.
  • the guide shaft 32 with a polygonal geometry provided slidably in a guide 66 in the Z direction and transmits the torque of the drive unit 22.
  • Figure 5 shows a cross section through the bearing 34 and illustrates the arrangement of the balls 60. There are screws 68 can be seen, which connect the two ball seats 58 together.
  • FIG. 6 illustrates a first embodiment variant of the drive device 20 according to the invention.
  • An actuation element 74 is shown on the drive unit 22, which in this exemplary embodiment is fastened to a housing 42 of the drive unit. Alternatively, an attachment directly to the drive unit 22 is possible.
  • the actuating element 74 is connected at its free end to a locking device, not shown, for locking / unlocking the entry / exit devices.
  • the bearing 34 which receives the guide shaft 32, in turn, according to the invention connected via a further rotary bearing 76 with the support member 40.
  • the rotary bearing 76 allows the division of the torque decrease on the one hand for actuation of the locking device, on the other hand for the rotation of the rotary column 24th
  • FIG. 7 shows the rotary bearing 76 in cross section. It can be seen that a torque transmission component 78 extending from the bearing 34 extends into the holding component 40 and has sufficient space there for rotation through a certain degree of rotation.
  • the torque transmitting member 78 has three slots 80 into which fixed bolts 82 extend.
  • the bearing between the bolts 82 and the slots 80 can be done for example by sliding or roller bearings.

Landscapes

  • Power-Operated Mechanisms For Wings (AREA)
  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne un dispositif d'entraînement (20) destiné à des mécanismes de montée et de descente pour des véhicules de transports publics. Ce dispositif comporte un dispositif de verrouillage pour le verrouillage et le déverrouillage des mécanismes de montée et de descente, et une unité d'entraînement (22) montée dans une colonne pivotante (24) qui tourne autour d'un axe de rotation Z-Z lors des processus d'ouverture et de fermeture et qui ouvre et ferme le mécanisme de montée et de descente, l'unité d'entraînement entraînant la colonne pivotante. Le dispositif est maintenu contre le véhicule par un élément de retenue (40) qui agit comme un contre-palier par rapport au couple de l'unité d'entraînement (22) et il comporte un élément d'actionnement (74) relié à l'unité d'entraînement (22) et au dispositif de verrouillage. Lors de l'ouverture du mécanisme de montée et de descente et de la génération d'un couple par l'unité d'entraînement, l'élément d'actionnement (74) est d'abord déplacé pour actionner le dispositif de verrouillage, avant que le couple de l'unité d'entraînement (22) ne soit transmis au mécanisme de montée et de descente.
PCT/EP2009/050695 2008-01-24 2009-01-22 Dispositif d'entraînement à double rapport de couple WO2009092753A1 (fr)

Applications Claiming Priority (2)

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DE202008001065.9 2008-01-24
DE200820001065 DE202008001065U1 (de) 2008-01-24 2008-01-24 Antriebsvorrichtung mit zweifacher Drehmomentnutzung

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WO2009092753A1 true WO2009092753A1 (fr) 2009-07-30

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009053991B3 (de) * 2009-11-20 2011-03-17 Bode, Jürgen Türantrieb für eine Schwenktür eines Fahrzeugs zum Personentransport

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2538529A1 (de) * 1975-08-29 1977-03-03 Walter Holzer Pneumatische vorrichtung zum oeffnen von tueren, insbesondere von fahrzeugtueren
DE8525934U1 (de) * 1985-09-11 1986-07-24 Gebr. Bode & Co GmbH, 3500 Kassel Einrichtung zur Übertragung der Drehbewegung einer Drehsäule zur Bewegung von Schwenktürflügeln an Fahrzeugen auf einen als Drehpotentiometer ausgebildeten Signalgeber
FR2891336A1 (fr) * 2005-06-26 2007-03-30 Michel Guy Rene Gelin Reducteur avec liaison verrouillage

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE7315435U (de) * 1973-04-21 1976-11-11 Gebr. Bode & Co Vorm. Wegmann & Co, 3500 Kassel Antriebsvorrichtung fuer den tuerfluegel einer fahrzeugtuer
DE29905681U1 (de) 1999-03-27 2000-08-10 Bode Gmbh & Co Kg Schwenkschiebetür für Fahrzeuge, insbesondere Fahrzeuge des öffentlichen Personennahverkehrs
DE10052228B4 (de) * 2000-10-21 2004-02-19 Daimlerchrysler Ag Einrichtung zum Verriegeln eines Schwenktürflügels
DE10158094A1 (de) 2001-11-27 2003-07-24 Bode Gmbh & Co Kg Schwenkschiebetür für Fahrzeuge, insbesondere Fahrgasttür für Fahrzeuge des öffentlichen Personennahverkehrs
DE20316764U1 (de) 2003-10-31 2005-03-17 Bode Gmbh & Co Kg Schwenkschiebetür für Fahrzeuge, insbesondere Fahrgasttür für Fahrzeuge des öffentlichen Personennahverkehrs

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2538529A1 (de) * 1975-08-29 1977-03-03 Walter Holzer Pneumatische vorrichtung zum oeffnen von tueren, insbesondere von fahrzeugtueren
DE8525934U1 (de) * 1985-09-11 1986-07-24 Gebr. Bode & Co GmbH, 3500 Kassel Einrichtung zur Übertragung der Drehbewegung einer Drehsäule zur Bewegung von Schwenktürflügeln an Fahrzeugen auf einen als Drehpotentiometer ausgebildeten Signalgeber
FR2891336A1 (fr) * 2005-06-26 2007-03-30 Michel Guy Rene Gelin Reducteur avec liaison verrouillage

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