EP2507461B1 - Drive device for entrance and exit devices comprising a safety coupling - Google Patents

Abstract

The invention relates to a drive device (20) for entrance and exit devices for public transportation vehicles, comprising a drive unit (22) that is arranged in and drives a rotary column (24) rotating about a rotational axis Z-Z during opening and closing operations, said column opening and closing the entrance and exit device. The drive unit (22) is held on the vehicle via a retaining component (40). The retaining component (40) acts as counter bearing for a torque of the drive unit (22). Between the drive unit (22) and the retaining component (40), a coupling device (72) is arranged, which enables a rotation of the drive unit (22) about the rotational axis Z-Z when a threshold value of the torque acting upon the drive unit is exceeded. Between the coupling device (72) and the retaining component (40), a bearing is provided, which enables a tumbling motion of the rotary column (24) with the coupling device (72) and prevents a rotation about the rotational axis Z-Z.

Description

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. For example, sliding doors are in the EP 10 409 79 A2 and the EP 13 146 26 A1 described. 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. Also the DE 203 16 764 U1 describes the arrangement of a drive device in the upper region of the door portal.

A disadvantage of these drive devices is always that they require considerable space. It has also been shown that the assembly and adjustment of such drive devices and doors is very time consuming.

From the DE 20 2008 007 585 U1 a drive device is known in particular for passenger doors, which builds very compact. Due to their narrow and elongated design, it is possible to integrate the drive device in a pivot column of a passenger door. 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. In addition, the drive device is largely kept free by a special storage of loads caused by movements of the vehicle, the portal or the rotary column.

A problem with such compact drive systems but also that when in the open or closed state greater external forces are applied to, for example, the door, very large forces on the Lever arms of the door system are applied to the drive unit and the transmission of the drive device. These forces occur especially in vandalism or in opening and closing operations in crowded vehicles and can lead to damage to the drive or the gearbox, especially with jerky introduction eg, on the open door leaf.

The invention has for its object to provide a drive device of the type mentioned above, which takes no damage even with excessively large torques acting on entry / exit devices, in particular passenger doors. The drive device should be as robust and stable as possible and the production and installation simple and inexpensive possible. It is also essential that the drive device does not suffer any damage due to operational movements of the vehicle or the rotating column.

The object is achieved by a drive device with the features of claim 1.

In such an arrangement, the applied torque is opposed by an abutment, which is fixed to the drive unit to a fixed component of the vehicle. Thus, it is possible that the output torque of the drive device can be transmitted to the rotary column and this rotates.

According to a storage of the drive device or drive unit is provided which takes into account that due to the length of the rotary column torsions and deflections of the same during operation are difficult to avoid. The movements of the rotary column, for example, come about by the fact that the vehicle is compressed or twisted due to acceleration and braking 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. Since 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 support member that allows a tumbling of the rotary column, however, prevents rotation about the rotation axis ZZ. Tumbling is understood as meaning a deflection out of the axis of rotation ZZ in the X and / or Y direction. This function, so to speak, lifts a relative movement between the drive unit and the column.

Advantageously, further, a movement in the Z direction, ie in the direction of the axis of rotation Z-Z is possible to compensate for a change in length by compression or extension of the rotary column. For this purpose, 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.

For the function of the coupling device is crucial that it is functionally arranged between the support member and the drive unit, theoretically it could therefore also be positioned above the bearing, ie between the support member and the bearing. The inventive arrangement of the bearing between the coupling device and the holding member but has the significant advantage that the movement degrees of freedom caused by the camp not only protect the rotary column, but also the coupling device from damage and wear. The tumble of the rotary column with the drive device and the coupling device is, so to speak, at the highest point, already effected directly in the field of attachment of the rotary column with the associated components already on the support member or portal. In addition, this arrangement can be realized with only relatively few and robust components. The space requirement is low and the storage has little play.

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.

The drive device or the transmission is protected by the fact that the entire drive unit rotates from a certain torque and thus damage is avoided. The decisive factor is that the coupling device but only disengages when a force acting on the drive unit torque exceeds a limit, but the necessary torques for normal operation are easily transmitted. The coupling device thus serves as a safety coupling for the drive unit or for the transmission.

The coupling device may be designed as a slip clutch, but it is also conceivable a hydrodynamic or electrodynamic coupling. Also, a so-called break bolt coupling can be used, break in the bolt when reaching the limit torque. This design is certainly useful for certain applications, but has the disadvantage that after such a torque exceeded an exchange of the bolts is necessary.

In a particularly simple embodiment variant, two coupling elements each have latching elements, for example toothings, via which they engage with one another and can transmit a torque. Conceivable is the use of clutch plates, which lie on top of each other and are in normal operation in engagement. At least one of the clutch plates is acted upon by a restoring force, for example by a plate spring. If the torque limit is exceeded, the clutch discs overcome the restoring force twisting over flanks of the teeth against each other and are ultimately disengaged. The torque can not be transmitted and the clutch plates slip over the gears until the torque decreases again and the locking elements come back into engagement.

In a further advantageous embodiment, the coupling device is designed as a blocking body coupling. This means that additional bodies are arranged between the coupling elements which transmit the torque. For example, this may be spring-loaded balls, bolts or claws, which slip on reaching the limit torque of corresponding grooves and thus allow rotation of the coupling elements.

In principle, it is possible to design the coupling device such that it disengages only in one direction of rotation, but blocks in another direction of rotation. This can be achieved, for example, for the configuration of the tooth flanks or in the case of a blocking body coupling of the grooves. In the latter case, the blocking body, for example the ball, can only be moved in one direction of rotation on one flank of a recess or groove, in the other direction of rotation the flank is for example just made to block the movement of the ball.

The rotary column itself is rotatably mounted, preferably also in the same holding member which also supports the drive unit. By using 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 Z-Z. This prevents tension and stress on the bearings and causes the movement of the drive unit and rotary column to run as parallel as possible.

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. In the guide shaft spherical recesses are arranged, which hold the balls in position. In the ball seat 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, at the same time, but allows a tumbling around ZZ 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. Such 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. For example, 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. In the latter case, the housing of the transmission, e.g. a planetary gear, firmly connected to the rotary column. In principle, 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 is rotated. In this embodiment, an outer tube for the drive unit and the torque support in the area of the bearing can be omitted.

It may be a non-self-locking drive unit or a non-self-locking gear, preferably a reduction gear can be provided, the blockade is thus 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.

Since a self-locking of the drive or the transmission is not given, 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 electrically 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 under the Term known as "low-active brake". Alternatively, however, any other suitable blocking device can be used. The brake can act, for example by means of spring force on the drive shaft of the drive motor and be electromagnetically releasable.

The use of a so-called high-active brake is also possible. Such a brake is also known under the term 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 e.g. done by a remote-controlled central locking lock.

It 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. If the emergency release is actuated, 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. In the event of a power failure or failed electronics, 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 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 emergency release, on the other hand, the short-circuit switch to any ergonomic place cheaper, laying of conventional Bowden cables or pneumatic lines deleted.

A combination of a lock based on a short circuit and the use of a brake or mechanical locking is also 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 Verrieglungswirkung can be achieved.

Furthermore, the output element of the reduction gear may 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.

Instead of a non-self-locking drive unit, of course, a self-locking design can be used. The total reduction gear may for example be divided into two individual gears, which are coupled together by a disengageable coupling device. The controllable coupling device may be formed as a spring-engaging coupling device which is connected to a manually operable emergency unlocking device.

In a particularly advantageous embodiment, the first reduction gear is connected to the drive motor and the first clutch half together axially by spring force of a compression spring with the second clutch half and the second reduction gear. In this embodiment, the construction of the coupling device is extremely 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.

If the coupling device designed as a locking body coupling, a support element can be positively connected to the drive unit and rotatably attached via a clutch bearing to a support member which is fixedly connected to the vehicle. The support element has axially extending recesses in which coupling balls are mounted. The coupling balls each extend into axially extending guides of the bearing housing, whereby a torque can be transmitted. The bearing housing is firmly connected to the support member of the vehicle, the coupling balls are held in position via a pressure plate during normal operation, wherein the pressure plate itself is in turn subjected to a spring force. It has proved to be particularly advantageous to use a flat plate spring as possible because it has a very flat force characteristic.

Alternatively, the support element may also be formed by a plate-shaped component with recesses in which the balls are mounted. Such a plate-shaped component is easy and inexpensive to manufacture.

In normal operation, the coupling balls remain by the spring force in the recesses and guides, but the torque exceeds the limit, the balls slide along side edges of the recesses in the axial direction, whereby the support element and thus the drive unit rotates together with rotary column. A rotation can take place until the next recess into which the ball is pressed due to the restoring force of the spring.

The limit, that is, the torque at which the balls can move out of the recesses, can be determined by the magnitude of the force of the plate spring package and the angle of the side edges of the recesses. Likewise, the permissible path can be specified when the limit value is exceeded by way of the number of recesses. In a particularly advantageous embodiment, eight recesses with eight balls are provided at 360 °, resulting in a path of 45 °.

Furthermore, a monitoring element can be provided which registers uncoupling of the coupling device. Conceivable is a switching element which engages in recesses of the support element and is thus actuated by a rotation of the support element. The issuing signal may be, for example Give the driver feedback on vandalism, or otherwise evaluated in the door control.

The arranged directly on the support member bearing has a total of three spherical plain bearings. The first pivot bearing is aligned with the axis of rotation Z-Z and allows pivoting of the rotary column from the vertical in all directions. To transmit the torque, a torque support is provided which also prevents the coupling device from rotating about the rotation axis Z-Z. The torque arm has two further ball joint bearings, arranged outside the axis of rotation Z-Z and connected via an intermediate element with an outer side of the coupling device. About the coupling device, the drive torque is passed through the torque arm in the holding member and from there into the portal.

All three bearings are designed as ball and socket bearings, so that in spite of preventing the rotation of the coupling device by the torque arm pivoting or tumbling of the rotary column in all directions is possible: The arranged in the torque arm ball pivot bearings are arranged such that the axes of rotation of all three camps approximately are arranged at the same height or in a horizontal plane. As a result, unfavorable lifting conditions are avoided and ensures optimal balance of power. In principle, however, an offset of the pivot bearing is possible in terms of their height.

Below the first ball joint bearing, which is aligned with the axis of rotation ZZ, the coupling device is provided, which receives on its side facing away from the bearing an output shaft of a transmission rotatably via a toothed shaft receiving, but in the longitudinal direction of the rotary column, ie along the axis of rotation ZZ slidably the coupling device is connected. The shaft receptacle itself is rotatably mounted in a further receptacle enclosing the shaft receptacle, which turn in turn is rotatably positioned in a bearing sleeve of the drive device.

The receptacle is firmly connected to an outer tube or the rotary column itself, the bearing sleeve serves the pipe diameter compensation between the inner diameter the outer tube or the rotary column and the outer diameter of the receptacle. The bearing sleeve is screwed to the outer tube or the rotary column and running as a wear part interchangeable.

The entire coupling device is axially displaceable over the Abbtiebswelle and the shaft receiving along the axis of rotation Z-Z, which allows a length compensation of the entire rotary column with the drive device.

Starting from the coupling device closes down over the motor shaft to the transmission of the drive device. This is followed by the engine and a brake. Advantageously, the brake can be followed by another, simpler constructed transmission, which is connected to a transmitter for a rotary path detection, for example, an incremental or absolute encoder.

In the following the invention will be explained in more detail with reference to the accompanying drawings:

Fig. 1:

eine Prinzipdarstellung einer Antriebsvorrichtung,

Fig. 2:

einen schematisierten Axialschnitt einer ersten beispielhaften Ausführungsform einer Antriebseinheit für Ein/Ausstiegseinrichtungen (ohne Kupplung);

Fig. 3:

eine Schnittdarstellung einer zweiten Ausführungsform der Lagerung der Antriebsvorrichtung (ohne Kupplung),

Fig. 4:

eine Schnittdarstellung einer Lagerung der Antriebsvorrichtungen mit erfindungsgemäßer Kupplungsvorrichtung,

Fig. 5:

eine vergrößerte Darstellung des Kupplungsbereichs aus Fig.4,

Fig. 6:

eine teilweise Perspektivdarstellung einer erfindungsgemäßen Antriebsvorrichtung mit Kupplung,

Fig. 7:

eine Schnittdarstellung entlang der Schnittlinie A-A aus Figur 5,

Fig. 8:

eine Schnittdarstellung gemäß Schnittlinie B-B aus Figur 5,

Fig. 9:

eine Schnittdarstellung gemäß Schnittlinie C-C aus Figur 5,

Fig. 10:

eine erste Schnittdarstellung zur Verdeutlichung des Funktionsprinzips der Kupplungsvorrichtung,

Fig. 11:

eine zweite Schnittdarstellung zur Verdeutlichung des Funktionsprinzips der Kupplungsvorrichtung,

Fig. 12:

eine Explosionszeichnung der erfindungsgemäßen Antriebsvorrichtung

In the drawings show:

Fig. 1:

a schematic diagram of a drive device,

Fig. 2:

a schematic axial section of a first exemplary embodiment of a drive unit for entry / exit devices (without coupling);

3:

a sectional view of a second embodiment of the mounting of the drive device (without coupling),

4:

a sectional view of a storage of the drive devices with inventive coupling device,

Fig. 5:

an enlarged view of the coupling area Figure 4 .

Fig. 6:

a partial perspective view of a drive device according to the invention with coupling,

Fig. 7:

a sectional view along the section line AA FIG. 5,

Fig. 8:

a sectional view along section line BB FIG. 5,

Fig. 9:

a sectional view according to section line CC off FIG. 5,

Fig. 10:

a first sectional view to illustrate the principle of operation of the coupling device,

Fig. 11:

a second sectional view to illustrate the principle of operation of the coupling device,

Fig. 12:

an exploded view of the drive device according to the invention

FIG. 1 shows in a simplified schematic representation of a drive device 20. A drive unit 22 is housed 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. Furthermore, a rotary bearing 38 is shown, via which the rotary column 24 is rotatably mounted about a longitudinal axis ZZ in a bearing 34.

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. From the drive unit 22, 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 may 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 (cf. FIGS. 4 and 5 ).

FIG. 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 which within a slender, tubular housing 42 in the axial direction one behind the other an electric drive motor 44 and a gear 46, preferably designed as a reduction gear, 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 gear 46 is not designed to be self-locking.

An unrecognizable output element of the drive motor 44 is connected to an input unit of the transmission 46, likewise not visible, whose output shaft 54 is connected to the rotary column 24 via the rotary column bearing 30. 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 gear 46 to the transmission output shaft 54. In an emergency, 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 transmission 46 is readily possible.

Instead of or in addition to the brake 48 may be provided for locking a short-circuiting device that short-circuits the motor windings of the drive motor 44 for locking.

All electrical and mechanical connection elements, e.g. If necessary, a Bowden cable for manual unlocking of the brake, are arranged within the housing 42. Also, when using the drive device 20 in a lifting rotary unit, a sensor may be provided for Huberfassung.

Fig. 3 , shows a second embodiment of the drive device 20, a coupling device 72 is not shown. In this case, 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 planetary gear 46 is rotatably connected to the rotary column 24. If the drive motor is energized, that also rotates Housing of the planetary gear 46 of the drive unit 22, whereby the rotary column 24 is rotated. In this embodiment, an outer tube 42 (see. Fig. 2 ) accounted for.

The FIGS. 4 . 5 and 6 show the storage of the drive unit 22 on the support member 40 via the bearing 34, wherein in Fig. 5 the coupling area shown enlarged. The inventive bearing of the rotary column 24 via the first pivot bearing 64, in which rotate the rotary column 24 about the longitudinal axis ZZ and can compensate for wobbling. In order to enable a displacement of the drive unit 22 in the Z-direction during tumbling, the guide shaft 32, which is displaceably mounted in a shaft mount 66 in the Z direction, but transmits the torque of the drive unit 22 via a non-circular outer contour.

The shaft receptacle 66 is rotatably mounted in a further receptacle 67 surrounding the shaft receptacle 66, which in turn is rotatably positioned in a bearing sleeve 70 of the drive device 20. The bearing sleeve 70 is fixedly connected to an outer tube 25 of the rotary column 24. The bearing sleeve 70 serves the diameter balance between the inner diameter of the outer tube 25 in this area and the outer diameter of the receptacle 67 and is screwed by screws 68 to the outer tube 25.

A coupling device 72 is disposed below the first pivot bearing 64 and connected via the shaft receiver 66 with the lower rotary column 24. In the further course, the shaft receiver 66 has a support element 74 with essentially horizontally arranged depressions 80 which are aligned with depressions 82 which are arranged in a pressure disk 88 (cf. FIGS. 7 to 12 ). In the recesses 80 are coupling balls 84, which serve to transmit the torque. In a clutch housing 78, a plate spring 86 is further arranged as a restoring force element, which exerts a force on the coupling balls 84 via the pressure plate 88, and pushes them into the depressions 80 or holds them there. Further details on the structure of the coupling device 72 can be found in particular from the FIGS. 7 to 11 ,

The clutch housing 78 is connected to an inner bearing housing 76, which is also part of the first pivot bearing 64. The first pivot bearing 64 is enclosed by an outer bearing housing 77.

The bearing 34 has, in addition to the first joint bearing 64, a second joint bearing 65 and a third joint bearing 69, which are arranged in a torque support 71. Via an intermediate element 73, the two outer joint bearings 65, 69 are connected to the coupling device 72. A rotation of the coupling device 72 is effectively prevented by the torque arm 71, but a tumbling of the rotary column is on the three pivot bearings 64, 65, 69 possible. The axes of rotation of the three joint bearings 64, 65, 69 are arranged at a height or in a plane, which causes a favorable balance of forces.

In FIG. 6 Furthermore, a plug-in device 75 can be seen, which serves the connection not shown electrical connection cable. The connection cables can be quickly and easily attached via a cable or Bowden cable guide 79, also ordinary cable ties can be taken to help.

In the FIGS. 4 and 5 is also apparent that the intermediate element 73 and thus also the torque arm 71 are connected via fastening screws 99 with the coupling device 72.

Adjoining the coupling device 72 in the direction away from the holding member 40 (down), the gear 46, preferably designed as a reduction gear on. It is followed by the drive motor 44 and the brake 48. Furthermore, a secondary gear 43 is shown, which is connected to a not shown encoder for a Drehwegerfassung. The second gear 43 is a simple, for example made of plastic gear, which is not used for torque transmission, but only for the rotation path detection. As an associated encoder, for example, an incremental or absolute encoder is.

The sectional views in the FIGS. 7 to 11 illustrate the structure of the coupling device 72. The support member 74 has axially extending recesses 80 which are aligned in normal operation with also axially extending guides 82 which are arranged in the bearing housing 76. In the wells There are coupling balls 84 which protrude into the guide 82 for transmitting the torque. In the clutch housing 78, the plate spring 86 is further arranged as a restoring force element, which exerts a force on the coupling balls 84 via the pressure disk 88, and pushes them into the depressions 80 or holds them there.

FIG. 7 indicates that a horizontally extending annular portion 90 projects between the coupling balls 84 and the pressure plate 88. As in FIG. 10 As can be seen, the guides 82 extend axially through this annular portion 90, so that the coupling balls 84 can come into contact with the pressure disk 88.

The FIGS. 8 and 9 show a switching element 92 with a switching arm 94 which engages in arranged on the outer circumference of the support member 74 recesses 96. If the support element 74 rotates, the switching arm 94 is moved and the switching element 92 is switched. The signal associated therewith may, for example, give a driver feedback about vandalism or otherwise be utilized.

The Figures 10 and 11 clarify in a very simplified schematic representation of the operation of the coupling device 72. Visible, inter alia, a coupling ball 84 which in the normal state according to FIG. 8 is arranged in a recess 80 and projects into the guide 82. The pressure disk 88 holds the coupling ball 84 in the recess 80.

FIG. 11 shows the state that results when exceeding the limit value of the applied torque. The support element 74 has rotated and the coupling ball 84 has been driven along a side edge 98 upwards in the direction of the pressure plate 88. The torque has exceeded the restoring force of the plate spring 86, whereby the coupling ball 84 is rolled in the guide 82 to a vertex 100 between two recesses 80. In this position, the support member 70 can rotate until the limit is exceeded again and the coupling ball 84 is pressed back into one of the following recess 80.

FIG. 12 illustrates the structure of the drive device 20 in an exploded view.

The invention is not limited to the embodiments described, but also includes equivalent other embodiments. The description of the figures is only for understanding the invention.

Claims (8)

1. A driving device (20) for entering and exiting devices for public transport vehicles, having a drive unit (22) which is arranged in and drives a rotating column (24) rotating about an axis of rotation Z-Z during opening and closing operations which opens the entering/exiting device and having a holding component (40), via which the drive unit (22) can be held on the vehicle, wherein the holding component (40) acts as counterbearing for a torque of the drive unit (22),
   Characterized in that
   the driving device (20) comprises a coupling device (72) arranged between the drive unit (22) and the holding component (40), which when a limit value of the torque acting on the drive unit is exceeded makes possible a rotation of the drive unit (22) about the axis of rotation Z-Z, and the driving device (20) comprises a bearing which is provided between the coupling device (72) and the holding component (40) which makes possible a wobbling of the rotary column (24) with the coupling device (72) and prevents a rotation of the coupling device (72) about the axis of rotation Z-Z, wherein the coupling device (72) comprises a torque support (71), via which it is connected to the holding component (40) and secured against twisting, and the bearing comprises a first pivot bearing (64), which is aligned with the rotary column (24), and the torque support (71) comprises a second pivot bearing (65) and a third pivot bearing (69), which are part of the bearing and permit the movements of the rotary column (24) and of the drive unit (22), wherein the pivot bearings (64, 65, 69) are embodied as spherical pivot joints, the axes of rotation of which lie in one plane.
2. The driving device (20) according to Claim 1, characterized in that the coupling device (72) is embodied as a ratchet element coupling.
3. The driving device (20) according to Claim 2, characterized in that the coupling device (72) comprises at least one first coupling element, which is held in engagement with a second coupling element through a resetting force element, wherein a resetting force generated by the resetting force element is only overcome when the limit value of the torque acting on the drive unit is exceeded and because of this the coupling elements are brought out of engagement.
4. The driving device (20) according to Claim 3, characterized

   - in that the first coupling element is formed through a support element, which comprises at least one axially extending first depression (80) with lateral flanges (98) running obliquely in circumferential direction of the drive unit (22),

   - in that the second coupling element is formed through a bearing housing (76), which comprises at least one axially extending guide (82),

   - in that in the axial depression (80) a coupling sphere (84) is arranged, which projects into the guide (82) and is thus axially guided, wherein

   - the coupling sphere (84) upon a rotation of the drive unit (22) is moved over the obliquely extending lateral flank (98) of the depression (80) against the resetting force of the resetting force element.
5. The driving device (20) according to Claim 2 or 3, characterized in that the resetting force element is formed through a disc spring (86), which acts on a pressure disc (88) arranged between the coupling sphere (84) and the disc spring (86).
6. The driving device (20) according to any one of the Claims 1 to 5, characterized in that a guide shaft (32) is connected to the drive unit (22) in a rotationally fixed manner.
7. The driving device (20) according to Claim 6, characterized in that the guide shaft (32) corresponds to the output shaft of a drive motor (44).
8. The driving device (20) according to Claim 6, characterized in that the guide shaft (32) corresponds to a gear drive shaft (54).

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