EP1826351B1 - Sliding or raising and sliding door or window - Google Patents

Abstract

The sliding or sliding and lifting door (10) or window has at least one panel (14) that is movably guided in an opening frame (12) and a brake unit (22) for braking the panel, which is connected to the brake unit via a drive arrangement (24). Either the drive arrangement or the brake unit is rigidly connected to the frame.

Description

The invention relates to a sliding or a lift-and-slide door or window with at least one wing displaceably guided in a frame and a brake unit for braking the wing.

Sliding or sliding sliding doors or sliding or lifting sliding windows are well known and they usually consist of a frame, on which a wing is slidably guided. This sliding wing has at least two carriages, via which it is suspended from a rail or placed on a rail. The wing can have different sizes and different glazing and a sash weight of over 300 kg is not uncommon. There is now the requirement that the wing when moving in the region of its end positions, i. its rest positions is braked for both the open position and the closed position, so that the wing is guided controlled in the end position. If the wing is not braked, then it runs with its sliding speed in the end position and is braked by the frame, fitting or the masonry and the displacement torque is absorbed therein. Especially at high sash weights this is particularly problematic.

Although various solutions are known, for example, end position damping, but must be designed so that they safely decelerate the wing at any speed. Furthermore, sliding locks are known, the Hold wing before reaching its end position, so that it can be moved until the release of the lock only a short distance to reach its end position, so that it can not be accelerated high on this route. The problem with these sliding locks is that the wing tilts when braking, whereby the running shoes are over-stressed. Such slide locks are therefore only suitable for a sash weight up to a maximum of 130 kg. A disadvantage is also considered that the wing must be unlocked by pushing back. So there must be a two-fold reversal of the direction of movement.

From the DE 203 08 218 U1 is a limit-based damping known, which is independent of the movement speed.

The DE 15 59 726 B1 discloses a brake that is directional and works only end-of-range. The braking torque also works with small movements.

From the DE 83 26 794 U1 is known an end stop for a sliding gate, which is independent of the movement.

The DE 20 2004 001 791 U1 shows a damping device for braking furniture drawers. However, such damping devices are unsuitable for masses of a few 100 kg.

From the DE 93 11 384 U1 a damper device for door drives is known in which by means of a generator when moving the gate, an excitation current for a clutch magnet is generated, which activates a brake.

The US 5,630,249 A shows brake element for a door with a centrifugal clutch, which applies from a certain speed brake shoes to an inner peripheral surface. From the US 6,325,188 B1 a braking element for a linear motor is known.

Starting from the DE 93 11 384 U1 the object of the invention is to provide a simple damping device for a sliding or lift-and-slide door or window, in which there is no danger of the wing, at high displacement speeds, approaching the frame or the masonry or a fitting part at the end of its displacement, that components are damaged. In addition, people should be able to use the door or the window safely.

This object is achieved with a sliding or lifting sliding door or a sliding or lifting sliding window of the having the features of claim 1.

In this case, brake units should also be included, in which the brake and clutch are structurally integrated with one another or structurally separated from one another. Nested units have e.g. a brake, which have a progressive characteristic, so that the wing is not or almost not braked at low displacement speeds. The clutch is virtually integrated in the brake, since only after a certain displacement speed, the braking effect occurs.

The invention will be explained in the following with reference to a lift-and-slide door, where the description equally applies to sliding doors, sliding windows and lift-and-slide windows and should not be understood as limiting.

The lift-and-slide door has a brake unit and a propellant, the brake unit and the propellant being interposed between the displaceable wings and the frame. The brake unit has a brake and a clutch, so that the brake only takes effect when the clutch is activated. This means that the wing can be moved without braking when the clutch is not activated and the brake is only switched on when a dangerous situation threatens. This is the case, for example, when the wing exceeds a certain speed, wherein the threshold can be low for heavy wings and the threshold for light wings. The brake element, and in particular the clutch is therefore speed-dependent. There is an absolute and unbraked freewheel up to the speed threshold. There is no interruption of the movement, e.g. in the lock, where the wing must be moved in the opposite direction after braking to release the lock. The device of the invention provides greater security for people against pinching and preserves the masonry and the door and in particular the wing from damage.

In this case, the brake is designed as a rotary damper, in which a fluid is contained, which brakes a rotor arranged in the fluid or the like.

According to the invention, the clutch is a centrifugal clutch, which has the advantage that it requires no actuator or trigger, such as operating lever or the like, as they are activated solely by the displacement of the movable wing. They can be set in such a way that they only become effective at a certain speed. But there is also the Possibility that the centrifugal clutch is activated by the acceleration of the wing, if the acceleration exceeds a certain level.

To connect the propellant to the brake, the centrifugal clutch on the periphery extendable coupling members.

In this case, the coupling members may be retractable in one embodiment by means of a return spring or by gravity counter to the direction of centrifugal force. This means that the centrifugal clutch assumes its inactive position when the speed of the wing is below a preferably adjustable threshold.

A simple embodiment of the centrifugal clutch provides that the coupling member is formed by a radially extendable pin, wherein the coupling is a rotatable disc with a horizontal axis of rotation and the pin is displaceably mounted in radial recesses. As a result, the centrifugal clutch is independent of the direction of the wing and acts the same in both directions. The centrifugal force pushing out the pin counteracts the gravitational pull of the pin into the coupling.

The propellant may be a belt, in particular a toothed belt, a chain or a rack or spindle. In this case, the rack can be mounted either on the sliding wing or on the frame. Preferably, the propellant is endless and over at least two pulleys over.

Further advantages, features and details of the invention will become apparent from the following description in which, with reference to the drawing, particularly preferred embodiments are described in detail. The features shown in the drawing and mentioned in the description and in the claims may each be essential to the invention individually or in any combination.

Figur 1

eine schematische Seitenansicht einer ersten Ausführungsform der Erfindung mit teilweise geöffnetem verschiebbaren Flügel und am Blendrahmen befestigter Bremseinheit;

Figur 2

eine Draufsicht auf die Anordnung gemäß Figur 1 in Richtung des Pfeils II;

Figur 3

eine schematische Seitenansicht einer zweiten Ausführungsform der Erfindung mit am verschiebbaren Flügel vorgesehener Zahnstange;

Figur 4

eine Draufsicht auf die Anordnung gemäß Figur 3 in Richtung des Pfeils IV;

Figur 5

eine schematische Seitenansicht einer dritten Ausführungsform der Erfindung mit am verschiebbaren Flügel befestigter Bremseinheit;

Figur 6

eine Draufsicht auf die Anordnung gemäß Figur 5 in Richtung des Pfeils VI;

Figur 7

eine Ansicht der Anordnung gemäß Figur 5 in Richtung des Pfeils VII;

Figur 8

eine perspektivische Ansicht der in den Figuren 1 und 2 dargestellten Ausführungsform der Erfindung;

Figur 9

eine perspektivische Ansicht der Bremseinheit;

Figur 10

eine Draufsicht auf die Bremseinheit gemäß Figur 9 in Richtung des Pfeils X;

Figur 11

einen Schnitt XI - XI durch die Bremseinheit gemäß Figur 10;

Figur 12

eine schematische Seitenansicht einer nicht zur Erfindung gehörenden Ausführungsform mit baulich voneinander getrennter Bremse und Kupplung; und

Figur 13

eine Draufsicht auf die Anordnung gemäß Figur 12 in Richtung des Pfeils XIII.

In the drawing show:

FIG. 1

a schematic side view of a first embodiment of the invention with partially open sliding wing and the frame mounted on the brake unit;

FIG. 2

a plan view of the arrangement according to FIG. 1 in the direction of arrow II;

FIG. 3

a schematic side view of a second embodiment of the invention with provided on the sliding wing rack;

FIG. 4

a plan view of the arrangement according to FIG. 3 in the direction of arrow IV;

FIG. 5

a schematic side view of a third embodiment of the invention with attached to the sliding wing brake unit;

FIG. 6

a plan view of the arrangement according to FIG. 5 in the direction of arrow VI;

FIG. 7

a view of the arrangement according to FIG. 5 in the direction of arrow VII;

FIG. 8

a perspective view of the in the Figures 1 and 2 illustrated embodiment of the invention;

FIG. 9

a perspective view of the brake unit;

FIG. 10

a plan view of the brake unit according to FIG. 9 in the direction of the arrow X;

FIG. 11

a section XI - XI by the brake unit according to FIG. 10 ;

FIG. 12

a schematic side view of an embodiment not belonging to the invention with structurally separate brake and clutch; and

FIG. 13

a plan view of the arrangement according to FIG. 12 in the direction of the arrow XIII.

The FIG. 1 shows a schematic representation of a side view of a generally designated 10 lift-and-slide door, which has a frame 12 and a slidably guided wing 14. The frame 12 is connected to the masonry 16. In addition, it can be seen that the wing 14 has a handle 18, over which it can be unlocked and moved. In the region of the upper spar 20 is located on the frame a total of 22 designated brake unit, which is operatively connected to a propellant 24. The brake unit 22 may be a single component, or as in the embodiment according to the FIGS. 12 and 13 consist of several components. This propellant 24 is in the embodiment of Figures 1 and 2 a toothed belt 26 or a chain 28 which is or which is endless and wraps around the brake unit 22 and a deflection roller 30. In addition, the wing 14 is attached to the timing belt 26 via a suitable clamping device 32.

Thus, the toothed belt 26 is moved over the wing 14 and this movement is transmitted to the brake unit 22. The FIG. 2 shows a plan view of the arrangement in FIG. 1 and it can be clearly seen that the deflection roller 30, the clamping device 32 and the brake unit 22 are in alignment with the propellant 24.

The FIGS. 3 and 4 show a second embodiment in which the brake unit 22 is also attached to the frame 12 or the masonry 16, but the wing 14 is provided with a rack 34. If the wing 14 is moved parallel to the frame 12, then the rack 34 meshes with a pinion 36 (see FIG. 8 ) of the brake unit 22 and drives them.

The FIGS. 5 to 7 show a third embodiment of the lifting sliding door 10 according to the invention, in which the brake unit 22 is secured to the sliding wing 14. Parallel to the wing 14 and the frame 12, a rail 38 is arranged with a rack 40 above the brake unit 22. If the wing 14 parallel to Blend frame 12 displaced, then meshes the pinion 36 of the brake unit 22, which is moved with the wing 14, with the rack 40 and is driven in this manner.

The FIG. 8 shows an embodiment of the brake unit 22, as shown for example in the schematic Figures 1 and 2 is reproduced. In this case, this brake unit 22 on the frame 12 by means of a retaining plate 42 which screw holes 44, screwed. The pinion 36 is rotatably mounted on this holding plate 42 and is wrapped by the toothed belt 26. On the frame 12 is also the guide roller 30, which is also screwed on a support plate 46.

On the toothed belt 26, the clamping device 32 is fixed, wherein the clamping device 32 is mounted via a mounting bracket 48 on the movable wing 14. By moving the wing 14 so the timing belt 26 is driven. Further, bracket 50 can be seen, to which a cover, not shown, can be attached, with which the brake unit 22 and the propellant 24 and the guide roller 30 are covered.

The FIGS. 9 to 11 show the brake unit 22 which is driven via the pinion 36. The bearing of the pinion 36 via a ball bearing 52 which is received in an opening 54 of the holding plate 42 and in which a pin 56 is inserted. This pin 56 carries the pinion 36 and carries at its free end a centrifugal clutch 58 and a rotary damper 60. In this case, the rotary damper 60 rotatably with the pin 56 and the centrifugal clutch 58 rotatably mounted on the pin 56.

If the pinion 36 is rotated by the toothed belt 26, then the rotational damper 30 is driven via the pin 56 and has an impeller or rotor (not shown) connected to the pin 56, which is braked or damped in the housing 62 of the rotary damper 60 , The damping is effected by a fluid which flows through throttle openings. In this way, the housing 62 of the rotary damper 60 is also set in rotary motion, since the housing does not resist. However, this housing 62 is rotatably connected to the centrifugal clutch 58, so that these too is set in rotary motion.

The centrifugal clutch 58 has radially extendable pin 64, the centrifugal force or gravity take an extended or a retracted position. In the FIG. 11 take the pin 64 their extended positions, the lower pin 64 is gravity raised and the upper pin 64 is extended due to centrifugal force. The centrifugal force exceeds the amount of gravity. If the speed of the centrifugal clutch 58 were to be reduced, then the gravity of the upper pin 64 would exceed the centrifugal force and the upper pin 64 would assume its radially retracted position. The speed is then below the activation threshold for the clutch 58.

In the illustrated position, the upper pin 64 abuts against a stop 66, which is height adjustable via an adjusting screw 68. As a result, however, the centrifugal clutch 58 is fixed, which has the consequence that the housing 62 of the rotary damper 60 is held, since this is screwed by means of screws 70 to the centrifugal clutch 58. In the housing 62 in this way the rotational movement of the with the pin 56th coupled impeller or rotor (not shown) braked or damped. This braking force is transmitted to the pin 56 and the pinion 36 and the propellant 24 and finally to the wing 14, the sliding movement is thereby slowed down.

It should be emphasized that, since the pins 64 are arranged radially, the centrifugal clutch 58 is equally effective in both directions of rotation. In addition, the braking effect occurs only from a certain displacement speed, that is, from a certain speed of the pinion 36 and thus of the rotary damper 60 a. Only when this threshold is exceeded, the upper pin 64 takes its radially retracted position again and gives the centrifugal clutch 58 free. The wing 14 is then again unbraked displaced.

Claims (6)

1. A sliding or raising and sliding door (10) or window, having at least one leaf or sash (14), guided displaceably in a door or window frame (12), and a braking unit (22) for braking the leaf or sash (14), wherein the leaf or sash (14) is connected to the braking unit (22) via a driving means (24), and either the driving means (24) or the braking unit (22) is solidly connected to the door or window frame (12), and the braking unit (22) has a rotation damper (60) and a centrifugal force clutch (58) which has extendable clutch members on its circumference, and the rotation damper (60) has a rotor revolving in damped fashion in a housing (62), and the rotor is connected in a manner fixed against relative rotation to a peg (56) of a pinion (36) associated with the driving means (24), and the housing (62), supported rotatably on the peg (56), is connected in a manner fixed against relative rotation to the centrifugal force clutch (58), and a stop (66) for the extended clutch members is provided.
2. The raising and sliding door as defined by claim 1, characterized in that the clutch members are retractable by means of a restoring spring or by gravity counter to the direction of the centrifugal force.
3. The raising and sliding door as defined by claim 1 or 2, characterized in that the clutch member is formed by a radially extendable peg (64).
4. The raising and sliding door as defined by one of the foregoing claims, characterized in that the driving means (24) is a belt, in particular a toothed belt (26), a chain, a spindle, or a toothed rack (3, 40).
5. The raising and sliding door as defined by one of claims 1 through 3, characterized in that the driving means (24) is endless.
6. The raising and sliding door as defined by one of the foregoing claims, characterized in that the brake and the clutch are disposed structurally separately from one another.

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