Classifications

• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
  • E05D15/00—Suspension arrangements for wings
  • E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
  • E05D15/10—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
  • E05D15/1005—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane the wing being supported on arms movable in horizontal planes
  • E05D15/1013—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane the wing being supported on arms movable in horizontal planes specially adapted for windows
• • E—FIXED CONSTRUCTIONS
  • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
  • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
  • E05D15/00—Suspension arrangements for wings
  • E05D15/06—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane
  • E05D15/10—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane
  • E05D2015/1028—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane with only the wing moving transversely
  • E05D2015/1031—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane with only the wing moving transversely the wing supported on arms extending from the carriage
  • E05D2015/1034—Suspension arrangements for wings for wings sliding horizontally more or less in their own plane movable out of one plane into a second parallel plane with only the wing moving transversely the wing supported on arms extending from the carriage the carriage having means for preventing rotation of the wing
• • 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
  • E05Y2201/60—Suspension or transmission members; Accessories therefor
  • E05Y2201/606—Accessories therefor
  • E05Y2201/61—Cooperation between suspension or transmission members
  • E05Y2201/612—Cooperation between suspension or transmission members between carriers and rails
  • E05Y2201/614—Anti-derailing means

Definitions

• the invention relates to a fitting for a storable and displaceable by a fixed frame wings.
• the invention further relates to a door or a window with a fixed frame, a sliding wing and such a fitting.
• the invention further relates to a method for mounting a fitting for a sliding wing.
• U1 discloses a fitting for a wing which can be placed and displaced from a fixed frame, the fitting having the following: a. A carriage with a carriage housing and a roller;
• a running rail on which the carriage is movable wherein the running rail a rail part for supporting the roller and a the Carriage has at least partially cross-section with a down-facing rail protrusion.
• the generic fitting further has in an end portion of the carriage housing an upwardly facing spring piece which is slidably inserted to the carriage after an insertion-tilting movement in the inserted state of the carriage relative to the cross-section of the carriage rail by moving the spring piece and thus reducing a To secure gaps below the overarching section.
• the sliding spring piece is only partially suitable to withstand multiple high loads that occur when hitting the wing on a running rail boundary or a stop.
• it is complex for a fitter to operate the displaceable inserted spring piece for mounting and dismounting of the known fitting.
• Object of the present invention is therefore to develop a generic fitting such that the carriage is significantly easier to mount on the track and disassembled, the carriage should have a very stable anti-lifting device that withstands multiple high loads.
• the object of the invention is also to provide a door or a window with such a fitting. Furthermore, it is an object of the invention to provide a method for mounting a fitting with a user-friendly and stable lift-out.
• the object of the invention is achieved by a fitting with the features of claim 1, a door or a window according to claim 11 and a method for assembling a fitting according to claim 12.
• the dependent claims give preferred developments again.
• the terms "top”, “bottom”, “horizontal”, “vertical”, etc. used in the present invention refer to the assembled state of the fitting.
• the erfindungsmäße object is thus achieved by a fitting for a wing, which is adjustable and displaceable by a fixed frame of a door or a window.
• the wing may additionally be tiltable and / or have a night vent position.
• the fitting has a carriage with a carriage housing and at least one roller. Preferably, the carriage on two or three rollers.
• the fitting also has a running rail.
• the running rail has a rail part for supporting the lower side of the roller on.
• the running rail on a carriage at least partially cross section. At the cross-section, a downwardly facing rail protrusion is arranged or formed.
• the carriage according to the invention has an upwardly facing carriage protrusion.
• the carriage projection is designed such that it engages behind the rail projection when lifting the carriage, so as to prevent a permanent separation of the carriage and running rail.
• the carriage projection is rigid, i. immovable, formed relative to the carriage housing.
• the carriage protrusion projects vertically ⁇ 30 °, in particular vertically ⁇ 20 °, preferably vertically ⁇ 10 °, upwards.
• the engaging behind the rail protrusion is ensured particularly reliable in the indirect or immediate emergence of the carriage to a stop of the running rail.
• the Aushebomme having the carriage protrusion may be in the form of a component which is arranged on the carriage housing.
• the lift-off can, for example, glued to the carriage housing, welded, soldered, screwed, riveted or locked on the carriage housing.
• the lift-out is preferably arranged block-shaped or cuboid on the carriage housing or formed.
• the lift-out can have a plateau, which is vertically below the cross-section in the mounted state of the carriage.
• the carriage protrusion is particularly stable when the carriage protrusion is made of metal, in particular die-cast zinc.
• the rail projection is preferably limited by a pivot radius, wherein the pivot radius is defined by the radially maximum pivotal movement of the carriage below the cross-section when mounting or dismounting the carriage.
• the swing radius can be the outermost cut the free end of the slide rail protrusion.
• the pivoting radius may be less than 2 mm, in particular less than 1.5 mm, particularly preferably less than 1 mm, formed below the outermost tip of the rail protrusion. In this particularly preferred embodiment of the fitting of the carriage must not be threaded into the track during its assembly, but can be pivoted at any point at least partially under the cross-section of the track.
• the fitting of the carriage projection is arranged or formed on a, in particular in the direction of the longitudinal axis of the carriage considered, end portion of the carriage housing.
• the end portion of the carriage housing may be formed in the form of a coupling portion, which is designed to receive a coupling rod of the fitting.
• the fitting may have a coupling rod for connecting two carriages. It has been shown that the end portions of the carriage when impacting on a stop of the track when opening the wing are particularly vulnerable to a jumping out of the carriage from the track.
• the arrangement or design of the carriage protrusion in at least one end portion of the carriage housing is therefore particularly preferred.
• the fitting may have a plurality of previously described carriage protrusions on a carriage.
• the trolley protrusions having Aushebeschen are preferably the same. More preferably, in each case a carriage projection is arranged or formed in a plurality of end portions of the carriage housing.
• the carriage may have a stay.
• the extension arm can be arranged pivotably on the carriage housing.
• the extension arm can be pivotally connected to a rail of the fitting for attachment to the wing.
• the carriage on a control arm, which is articulated on the stay.
• the control arm can be guided in a guide groove of the carriage.
• the guide groove is preferably formed in the carriage housing.
• the carriage may have a top elevation on the carriage housing to prevent jumping out of the carriage from the running rail at a firm impact of the fitting.
• the top elevation may be integrally formed with the carriage housing.
• the carriage has the top-side elevation preferably on the side facing away from a stay arm of the carriage housing.
• the top-side elevation may have a slope in order not to affect the pivoting in and out of the carriage when mounting or dismounting the carriage.
• the bevel is preferably formed on the side facing away from the extension arm of the carriage housing.
• the upper-side elevation may be provided on one, in particular axial, end section of the carriage housing.
• the top elevation of the carriage may have a bottom elevation to prevent jumping out of the carriage from the running rail at a firm hitting the fitting.
• the underside elevation may be formed integrally with the carriage housing.
• the carriage preferably has the underside elevation on the side facing away from a stay arm of the carriage housing.
• the underside elevation is preferably arranged or formed between two rollers of the carriage on the carriage housing.
• the top elevation or the bottom elevation leads / lead in a firm hitting the fitting initially to jamming of the carriage. Due to the dynamics of the system, the carriage then ultimately springs back onto the track, causing the wing to move again is possible again via the carriage. The fitting can thus continue to be used without repair even after a firm impact.
• the invention further relates to a door or a window having a fixed frame and a relative to the fixed frame slidable, and in particular also tiltable, wings, wherein the door or the window has a previously described fitting.
• the object according to the invention is furthermore achieved by a method for mounting a fitting, in particular described here, with the method steps:
• the inventive method for mounting a fitting is particularly easy to carry out for a fitter, since no moving parts of a lift-off must be operated during assembly of the carriage.
• FIG. 1 a schematic plan view of a parallel tiltable tilt-slide door, the door having a wing which is supported via a fitting with at least one carriage on a fixed frame of the door;
• Figure 3 is a side view of the first carriage according to Figure 2 in the mounted state on a running rail;
• Figure 5 is an isometric view of the top of a third fitting with a first carriage having a lift-out guard and a top-side bump on the carriage housing;
• Figure 6 is an enlarged view of the top elevation of Figure 5;
• Figure 7 is an enlarged view of the lift-out according to Figure 5;
• Figure 8 is an isometric view of the underside of the third fitting according to Figure 5, wherein the carriage has a bottom elevation on the carriage housing;
• Figure 9 is an enlarged view of the lower elevation of Figure 8.
• Figure 10 is a cross section of the third fitting according to Figure 8.
• Figure 11 is an enlarged view of the underside elevation of the fitting of Figure 10.
• FIG. 12 shows an enlarged view of the lift-out protection of the fitting according to FIG. 10.
• Figure 1 shows a door 10 with a fixed frame 12 and a relative to the fixed frame 12 movable wing 14.
• the wing 14 is supported by a fitting 16 on the fixed frame 12.
• the wing 14 is, in particular parallel, off the fixed frame 12 and in the opening direction 18 apparently.
• the wing 14 - as in the present case - be tilted.
• a handle 20 is arranged on the wing 14.
• the wing 14 is locked on not shown sliding rods on the fixed frame 12 when the Handle 20 is in a closed position 20a. If the handle 20 is in an open position 20b, then the wing 14 can be displaced from the fixed frame 12 and displaced in the opening direction 18. If the handle 20 is in a tilted position 20c, the wing 14 can be tilted.
• the function of the individual grip positions can also be designed differently. Furthermore, the tilted position can also be designed as a gap opening position or even omitted altogether.
• the carriage or carriages 22, 24 each have at least one roller 26a, 26b, 26c, 26d.
• the carriage or the carriage 22, 24 run on a track rail 28th
• a stop 30 for the direct or indirect limitation of the movement of the carriage or the carriage 22, 24 may be arranged on the fixed frame 12, in particular on the running rail 28, a stop 30 for the direct or indirect limitation of the movement of the carriage or the carriage 22, 24 may be arranged. If the wing 14 is opened boldly and abuts itself and / or by means of a carriage, here by means of the second carriage 24, the stop 30, it may lead to derailment of a carriage 22, 24 or more carriages 22, 24.
• the object of the invention is to prevent such derailment in a simple and reliable manner.
• FIG. 2 shows a part of an embodiment of a previously described fitting 16.
• the fitting 16 has the first carriage 22.
• the first carriage 22 has a carriage housing 32, here made of metal, in particular die-cast zinc on.
• axles 34a, 34b for supporting the rollers 26a, 26b are arranged.
• the first carriage 22 further comprises a pivotable on the carriage housing 32 arranged Ausstellarm 36a.
• the extension arm 36a is hinged at one end to the carriage housing 32 and at the other end indirectly or directly to a rail 38.
• the profile rail 38 can be fastened to the wing 14 (see FIG. 1).
• the carriage housing 32 has a guide groove 40.
• a control arm 42 is guided at one end directly or indirectly in the guide groove 40 and at the other end articulated directly or indirectly on the extension arm 36a.
• the first carriage 22 has a lift-out safeguard 44a.
• the lifting lock 44a is arranged or formed on the side facing away from the stay arm 36a of the first carriage 22.
• the lift-out fuse 44a is in one piece, i. in one piece, formed with the carriage housing 32.
• the lift-off securing device 44 a is provided in an end section of the carriage housing 32.
• FIG. 3 shows the fitting 16 according to FIG. 2 with the first carriage 22 after it has been mounted on the running rail 28.
• the running rail 28 has a rail part 46, on which the roller 26a unrolls.
• the running rail 28 has an overlapping portion 48.
• a slide-projection 50 is provided at the overarching portion 48, in particular at the free end of the cross-section 48.
• the runner projection 50 extends vertically ⁇ 30 °, in particular vertically ⁇ 20 °, preferably vertically ⁇ 10 °, downwards.
• the running rail 28 is formed in one piece in the present case.
• the lift-off securing device 44a extends in particular with a boom section 52 horizontally in the direction of the vertical part 53 of the track rail 28.
• the boom section 52 preferably extends away from the stay arm 36a.
• Lift-out guard 44a has a carriage projection 54 which extends upwardly.
• the carriage projection 54 engages behind the track projection 50 in order to prevent derailment of the first carriage 22 from the track rail 28.
• the engaging behind the carriage protrusion 50 prevents also one, by the offset focus with the wing 14 off (see Fig. 1), horizontal movement of the first carriage 22nd
• the vertical gap S between the top of the carriage projection 54 and the bottom of the cross-section 48 falls below the vertical caster height H between the lowermost side of the caster 26a and the top of the rail member 46.
• the vertical gap S is alternatively or additionally preferred less than 2.5 mm, in particular less than 2 mm, particularly preferably less than 1.5 mm, formed.
• the side facing away from the vertical part 53 of the rail 28 flank 56 of the carriage projection 54 has at an angle ⁇ to the horizontal between 60 ° and 90 °, in particular between 70 ° and 90 °, preferably between 80 ° and 90 °, to the rail protrusion 50 out.
• the lift-off 44a preferably has a plateau 58 which is adjacent to the flank 56.
• the plateau 58 is preferably horizontal ⁇ 30 °, in particular horizontal ⁇ 20 °, particularly preferably horizontal ⁇ 10 ° formed.
• the vertical distance of the plateau 58 to the underside of the rail protrusion 50 most preferably falls below the vertical roller height H between the lowermost side of the roller 26a and the top of the rail portion 46.
• the vertical distance of the plateau 58 to the underside of the rail protrusion 50 is alternatively or in addition to this, preferably less than 5 mm, in particular less than 4 mm, particularly preferably less than 3.5 mm.
• a) the vertical gap S between the top of the carriage protrusion 54 and the underside of the overarching portion 48 and / or b) the vertical distance of the plateau 58 to the underside of the rail protrusion 50 is formed smaller than that verti- kale track roller height H between the lowermost side of the roller 26a and the
• the runner projection 50 is formed above a pivot radius 62.
• the carriage projection 54 may be adapted to the track projection 50 such that a distance of less than 2 mm, in particular less than 1.5 mm, more preferably less than 1 mm or less than 0.5 mm, between the rail protrusion 50 and the carriage protrusion 54, when the carriage protrusion 54 is pivoted past the rail protrusion 50.
• the carriage projection 54 may be adapted to the track projection 50 such that the carriage projection 54 brushes the track projection 50 upon pivoting of the first carriage 22.
• the carriage projection 54 preferably has on its upper side a bevel 64 which, straight or rounded, follows the pivot radius 62.
• the flank 56 can be aligned with a vertical side 65 of the carriage housing 32, which faces the vertical part 53 of the guide rail 28.
• FIG. 4 shows a further embodiment of a fitting 16.
• the fitting 16 has the first carriage 22 and a second carriage 22a.
• the second carriage 22a has no control arm 42.
• the second carriage 22a is indirectly or indirectly articulated to a rail 38 via a stay arm 36b.
• the first carriage 22 is indirectly or indirectly articulated via the extension arm 36a to the same rail 38.
• the unit shown from the first carriage 22, the second carriage 22a and the common rail 38 represents a tandem carriage 67 and double carriage.
• the first carriage 22 is connected via a coupling rod 66a with the second carriage 22a.
• the second carriage 22a is connected via a further coupling rod 66b with another carriage (not shown), in particular in the form of another tandem carriage.
• the first carriage 22 has in the region of the connection of the coupling rod 66a on the lift-off 44a.
• the first carriage 22 may have, in the region of the guide groove 40, a further lift-off safeguard (not shown (indicated by reference numeral 68 in FIG.
• the second carriage 22a has in at least one end portion, preferably, as shown in Figure 4, in the region of both end portions, a lift-off 44b, 44c.
• the Aushebeschen 44b, 44c are provided in the present case in the region of the connection of the coupling rods 66a, 66b to the second carriage 22a. At least two Aushebeschen 44a - 44c, in particular all Aushebeschen 44a - 44c of a carriage 22, 22a, preferably of the fitting 16 are formed the same.
• FIG. 5 shows a further embodiment of a fitting 16 with a carriage 22.
• the carriage 22 is preferably the grip-side carriage, i. the handle 20 (see Figure 1) closer carriage.
• the carriage 22 corresponds to the carriage 22 according to FIGS. 2 to 4.
• the carriage 22 according to FIG. 5 has an upper elevation 70 on the upper side of its carriage housing 32.
• the anti-lift device 44a is shortened in relation to the anti-lifting device 44a according to FIGS. 2 to 4 in the longitudinal direction of the carriage 22.
• the formation or arrangement of the top elevation 70 and the lift-out 44a can be independent of each other.
• FIG. 6 shows the embodiment of the carriage 22 in the region of the upper-side elevation 70.
• the upper-side elevation 70 is rigidly formed or arranged on the carriage housing 32.
• the upper-side elevation 70 is immovable, in particular immovable and non-rotatable, formed or arranged on the carriage housing 32.
• Particularly preferred is the top side Survey 70 integrally formed with the carriage housing 32.
• the top elevation 70 may include a slope 72 to facilitate pivoting and swinging of the carriage 22 during assembly and disassembly thereof.
• the bevel 72 is in this case formed on the side facing away from the deployment arm 36a (see FIG. 5).
• the upper-side elevation of the carriage 22 prevents it from jumping out of the running rail 28 (see FIG. 3), so that the securing effect of the lift-out safeguard (s) 44a-44c (see FIG. 4) is improved.
• FIG. 7 shows the embodiment of the carriage 22 in the region of the lift-out safeguard 44a.
• the lifting lock 44 a has a carriage projection 54.
• the carriage projection 54 is block-shaped.
• the carriage projection 54 is arranged on a plateau 58.
• the carriage protrusion 54 is integrally formed with the plateau 58.
• Figure 8 shows the fitting 16 and the carriage 22 in a view obliquely from below. From Figure 8 it can be seen that on the carriage housing 32, a lower elevation 74 is arranged or formed. Preferably, the lower side elevation 74 is formed integrally with the carriage housing 32.
• FIG. 9 shows the carriage 22 in the region of the lower-side elevation 74.
• the lower-side elevation 74 may be wedge-shaped. Alternatively or additionally, the lower side elevation 74 may extend in the longitudinal direction of the carriage 22.
• the underside elevation 74 is preferably located on the side facing away from the extension arm 36a (see Figure 8) of the carriage housing 32.
• the lower elevation 74 prevents jumping out of the carriage 22 from the running rail 28 ( Figure 3 standing), so that the securing effect of the lift-out (en ) 44a-44c (see Figure 4) is improved.
• the lower side elevation 74 can be provided alternatively or additionally to the upper-side elevation 70 (see FIG. 6). The biggest security effect is achieved by a combination of the lower elevation 74 with the top elevation 70.
• FIG. 10 shows the fitting 16 according to FIGS. 5 to 9.
• FIG. 11 shows the fitting 16 according to FIG. 10 in the lower area with the lower side elevation 74.
• FIG. 12 shows the fitting 16 according to FIG. 10 in the upper-side region with the upper-side lifting-out safeguard 44a. From a synopsis of Figures 10 to 12 it can be seen that the lower side elevation 74 (alternatively or in addition to the top elevation 70 of Figure 6) jumping out of the carriage 22 between the rail member 46 and the overarching portion 48 of the track rail 28 in the case of a hard Stopping the carriage 22 prevents, without complicating the mounting and dismounting of the carriage 22, wherein the carriage 24 is mounted for mounting and dismounting about the rail member 46 is pivoted.
• the invention in summary relates to a carriage 22, 22 a, 24 with a lift-off 44 a - 44 c, which can be arranged on a running rail 28.
• the lifting protection 44a - 44c is fixedly arranged on the carriage housing 32, in particular formed.
• the lift-out 44a - 44c has a carriage projection 54, the vertical part 53 of the rail 28 facing away from the edge 56 preferably a right angle ⁇ or an acute angle ⁇ with a platform 58 of the lifting lock 44a - 44c occupies.
• the edge 56 facing away from the vertical part 53 of the running rail 28 alternatively or additionally preferably has an angle between 90 ° and 0 °, in particular between 60 ° and 0 °, preferably between 30 ° and 0 °, to the vertical from the vertical. kalen part 53 of the track 28 away.
• the carriage projection 54 is preferably formed on a pivot radius 62 of the carriage 22, 22a, 24 on a rail portion 46 of the track rail 28, wherein the pivot radius 62 below a track rail projection 50 or on a track projection 50 at an overlapping portion 48 of Running rail 28 extends, so that the carriage 22, 22a, 24 without abutting or only slightly on the rail-projection 50 to strip on the slide rail 28 can be pivoted and swung off the track rail 28.
• the lift-off 44a-44c may be formed in cross-section in the form of a horizontally lying ,, ⁇ .
• the carriage 22, 22a, 24 may have on its upper side or on its lower side a previously described upper-side elevation 70 and / or a lower-side elevation 74. In this way, jumping out of the carriage 22, 22a, 24 from the track 28 can be prevented particularly reliable.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Support Devices For Sliding Doors (AREA)

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• 2017
  • 2017-08-16 DE DE102017214268.5A patent/DE102017214268B4/de active Active
• 2018
  • 2018-08-01 EP EP18749358.0A patent/EP3669038A1/de active Pending
  • 2018-08-01 CN CN201880053200.XA patent/CN111108258B/zh active Active
  • 2018-08-01 DE DE202018006113.1U patent/DE202018006113U1/de active Active
  • 2018-08-01 WO PCT/EP2018/070842 patent/WO2019034425A1/de active Search and Examination

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