EP2234830B1 - Drive device for embarkation/disembarkation devices - Google Patents

Abstract

The invention relates to a drive device (20) for embarkation/disembarkation devices for public transportation vehicles. A drive unit (22) is arranged in a rotary column (24) which rotates about a rotational axis Z-Z during opening and closing processes and which opens and closes the embarkation/disembarkation device, and said drive unit drives said rotary column. The drive unit (22) is held on the vehicle by means of a retaining component (40), wherein the retaining component (40) acts as a counter bearing for a torque of the drive unit (22). A bearing is provided between the drive unit (22) and the retaining component (40), which bearing permits a tumbling movement of the rotary column (24) 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.

A problem that still arises is that, in an emergency, a passenger door must be opened manually, or a sliding step or entry ramp should be manually set to a specific position, and this is made more difficult by the fact that the drive device is so strong because of the large reduction ratio of the transmission Self-locking has that a manual movement is extremely difficult. Therefore, in an emergency often decoupling of the transmission is required. The necessary facilities are associated with the corresponding effort in the production and installation and at increased costs.

The invention has for its object to build a drive device with the features specified as compact as possible and space-saving. The production and installation should be simple and inexpensive. The drive device should continue to build as robust as possible, stable be. In particular, the device should work trouble-free even with unavoidable vehicle deformations due to acceleration and braking and cornering.

• eine Antriebseinheit, die in einer sich bei Öffnungs- und Schließvorgängen um eine Rotationsachse Z-Z drehenden Drehsäule, die die Ein-/Ausstiegseinrichtung öffnet und schließt, angeordnet ist und diese antreibt,
• die Antriebseinheit über ein Haltebauteil am Fahrzeug gehalten ist, wobei das Haltebauteil als Gegenlager für ein Drehmoment der Antriebseinheit wirkt,
• zwischen der Antriebseinheit und dem Haltebauteil ein Lager vorgesehen ist, dass ein Taumeln der Drehsäule ermöglicht und eine Rotation um die Rotationsachse Z-Z verhindert.

This object is achieved by a drive device for entry / exit devices for vehicles of public passenger transport, which is characterized in that

• a drive unit, which is arranged in a rotating during opening and closing operations about a rotation axis ZZ rotating column which opens and closes the entry / exit means and drives,
• the drive unit is held on the vehicle via a holding component, wherein the holding component acts as an abutment for a torque of the drive unit,
• a bearing is provided between the drive unit and the holding member, which allows a tumbling of the rotary column and prevents rotation about the rotation axis ZZ.

The invention is thus based on the basic idea of arranging the drive unit directly in a rotary column which moves the entry / exit device, that is to say usually a door. By this arrangement, the space above the door is no longer needed and can be used for other facilities. However, it is also essential with such an arrangement that 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. Thus, it is possible that 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 takes into account that due to the length of the rotating column twisting and deflections thereof 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. According to the invention, 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.

Advantageously, further movement in the Z direction, ie in the direction of the axis of rotation Z-Z is possible. 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.

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 and at the same time compensate 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.

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, the drive device in a rotary column with less Inclination, for example, up to 5 ° inclined position to use. 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. 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, 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. 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.

According to the invention, 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 only needs to be repealed 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 known by the term "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.

Alternatively, the use of a so-called high-active brake according to the invention is 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.

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. If the door is not locked and the supply voltage is switched off, 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 reset of the emergency release can be done centrally or decentralized with simple means, the decentralized reset of the emergency release, for example via an external relay connection.

According to 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. 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 canceled and the door can be easily 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 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, on the other hand, the short-circuit switch can be placed at any ergonomically favorable location, the laying of conventional Bowden cables or pneumatic lines deleted.

According to the invention, 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 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.

Advantageously, a rotation path detection can furthermore be provided. This takes place, for example, via an incremental or an absolute encoder directly on the motor shaft of the drive motor or an output shaft for the entry / exit device. If the drive device is used, for example, for a passenger door, the rotation path detection via output shaft for a Drehsäulenanbindung.

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.

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 clutch. The controllable clutch may be formed as a spring-engaging clutch which is connected to a manually operable emergency release device.
In a particularly advantageous embodiment, 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. In this embodiment, 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.

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

In the drawings show:

Fig. 1:

Schematic representation of a drive device,

Fig. 2:

in a schematic axial section of an exemplary embodiment of a drive unit for entry / exit devices;

3:

Sectional view of a second embodiment of the mounting of the drive device,

4:

Sectional view of a bearing of the drive device,

Fig. 5:

a cross section through the bearing to illustrate the arrangement of balls.

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 the inside a slim, tubular housing 42 in the axial direction one behind the other an electric drive motor 44 and a reduction gear 26, 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 a likewise not recognizable input element of the reduction gear 46, whose output shaft 54 guide shaft 32 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. 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 reduction gear 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.

Fig. 3 , shows a second embodiment of the drive device 20. 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, and the housing of the planetary gear 46 of the drive unit 22 rotates, whereby the rotary column 24 is rotated. In this embodiment, an outer tube 42 (see. Fig. 2 ) for the drive unit and a torque support (guide 66 in Fig. 4 ) are omitted in the area of the bearing 32.

All electrical and mechanical connection elements, e.g. If necessary, a Bowden cable for manual unlocking of the brake, are arranged within the housing 22. Also, when using the drive device 20 in a lifting rotary unit, a sensor may be provided for Huberfassung.

FIG. 4 illustrates the inventive storage of the drive device 20. Shown is the storage area according to the embodiment of FIG. 2 , The support member 40 serves as a support for the torque of the drive unit 22. The bearing 34 is designed as a ball-and-socket joint bearing, and the guide shaft 32 is guided in a two-part ball seat 58 by means of balls 60. The guide shaft 32 has spherical seats for the balls 60, which hold them in position. In the two-part ball seat 58 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, and the spherical recesses in the guide shaft 32 allow the transmission of torque about the longitudinal axis ZZ.

The bearing of the rotary column 24 via the pivot bearing 64, in which the rotary column 24 can rotate about the longitudinal axis Z-Z and compensate for wobbling movements. Thus, the tumbling motion of the rotary column 24 and the drive device 20 may be synchronous, 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 Z-Z. In order to enable a displacement of the drive unit 22 in the Z-direction during tumbling, the guide shaft 32 is provided with a polygonal geometry which slidably slide in a guide 66 in the Z direction and transmits the torque of the drive unit 22.

FIG. 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.

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 (10)

1. A drive device (20) for embarkation/disembarkation devices for public transportation vehicles, characterized in that

   - a drive unit (22) is arranged in a rotary column (24) which rotates about a rotational axis Z-Z during opening and closing processes and which opens and closes the embarkation/disembarkation device, and said drive unit drives said rotary column,

   - the drive unit (22) is held on the vehicle by means of a retaining component (40), wherein the retaining component (40) acts as a counter bearing for a torque of the drive unit (22),

   - between the drive unit (22) and the retaining component (40), a bearing is provided which permits a tumbling of the rotary column (24) and prevents a rotation about the rotational axis Z-Z.
2. The drive device (20) according to claim 1, characterized in that a guide shaft (32) extends from the drive unit (22) into the bearing (34) and has receptacles for receiving balls (60) which are arranged in the recesses (62) of the ball receptacle (58) of the bearing (34), wherein the recesses (62) permit in the longitudinal direction Z-Z a movement of the balls (60) so that the guide shaft (32) is movable via the balls (60) in the Z-direction, but is mounted in the ball receptacle (58) to be rotatably fixed about the longitudinal axis Z-Z.
3. The drive device (20) according to claim 1 or claim 2, characterized in that the rotary column (24) is mounted in a joint bearing (64) which surrounds the ball receptacle (58), wherein the guide shaft (32) and the rotary column (24) tumble about a common tumble point (70) which is arranged on the longitudinal axis z-z.
4. The drive device (20) according to claim 3, characterized in that the guide shaft (32) is connected to the drive unit (22) in a rotatably fixed manner.
5. The drive device (20) according to any one of the claims 1 to 4, characterized in that the guide shaft (32) corresponds to the drive shaft of a drive motor (44).
6. The drive device (20) according to any one of the claims 1 to 4, characterized in that the guide shaft (32) corresponds to a gear drive shaft (54).
7. The drive device (20) according to any one of the claims 1 to 6, characterized in that the drive unit (22) has a low active break.
8. The drive device (20) according to any one of the claims 1 to 6, characterized in that the drive unit (22) has a high active break.
9. The drive device (20) according to any one of the claims 1 to 7, characterized in that the drive unit (22) is configured in a self-locking manner.
10. The drive device (20) according to any one of the claims 1 to 9, characterized by an additional device for detecting the rotational travel.

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