Door system having a closure element within the outer contour of the vehicle

Abstract

The invention relates to a door system for a vehicle, in particular a rail vehicle, for opening and closing a door opening, comprising at least one door leaf (21) and a closure element (22), the door leaf (21) and the closure element (22) being designed to close the door opening in a closed state and to release the door opening in an open state. The door system is characterised in that - the closure element (22) is mounted in at least one guide rail (25), which is substantially adapted to an outer contour of the vehicle in the region of the door opening, and is guided and movable therein in order to close and open this door opening, - the at least one guide rail (25) is mounted on the door portal so as to be displaceable transversely to the main extension of the door opening (X-Z extension) in a Z direction.

Description

[0001] Door system with locking element within the outer contour of the vehicle

[0002] The invention relates to a door system for a vehicle, in particular a rail vehicle. The door system is designed to close a door opening by means of at least one door leaf and a locking element.

[0003] Door systems for rail vehicles or public transport vehicles typically consist of one or two door leaves. The door leaves can open or close a doorway or entry area of ​​the vehicle via a sliding or pivoting movement. During a pivoting movement, the door leaves extend slightly and then move to the side. The door leaves extend beyond the vehicle's outer shell.

[0004] In the lower part of the door opening, for example, running boards can be extended to close the gap between the vehicle and a platform, thus making it easier for passengers to board and disembark. These running boards can also close off part of the door opening when closed, or they can be concealed by the door panels or additional flaps when closed.

[0005] When designing such door systems, the aim is to ensure that the door leaves and additional flaps protrude as little as possible beyond the vehicle's outer shell when opened, as otherwise collisions with the platform, waiting people or objects left on the platform may occur.

[0006] The object of the invention is therefore to provide an optimized door system that presents a low risk of collision when opened. The door system should be robust and simple in design. Furthermore, the object is to propose a method for closing such a closure element.

[0007] This object is achieved by a door system having the features of the independent device claim and the independent method claim. Further, particularly advantageous embodiments of the invention are disclosed in the respective subclaims. According to the invention, a door system for a vehicle, in particular a rail vehicle, comprises at least one door leaf and a closure element for opening and closing a door opening. The door leaf and the closure element are configured to close the door opening in a closed state and to release the door opening in an open state. The invention is characterized in that the closure element comprises a plurality of movably interconnected slats for closing part of the door opening.

[0008] The door opening is usually essentially rectangular and aligned parallel to a substantially vertical side wall of the vehicle. The width of the door opening extends in the direction of travel of the vehicle and is determined by a horizontal upper and a horizontal lower leg of the door portal. The height of the door opening is determined by two lateral legs of the door portal, which are essentially vertical but follow the contour of the vehicle's outer shell. This can lead, particularly in an upper and lower area of ​​the door opening, to the lateral legs not necessarily running vertically in all spatial directions. In the lower area of ​​the door opening there is a floor of the vehicle's passenger compartment, which adjoins the lower leg of the door portal. The door system can comprise a one-piece portal frame that is firmly connected to the vehicle and encloses the door opening.The door leaves and the locking element are movably mounted on the door opening or portal frame so that they can be moved between the closed and open states by a drive of the door system.

[0009] The lower section of the door leaves carries the greatest risk of colliding with the platform or objects on the platform when the door system is opened. Therefore, the door leaves of the present invention are shortened in the lower section compared to a conventional door system. This means that the lower section of the door opening can no longer be closed by the door leaves. However, this lower section of the door opening can be closed using the locking element.

[0010] To close the door opening, the closure element preferably comprises a plurality of movably interconnected slats which can be moved essentially upwards or downwards along a vehicle contour or vehicle outer shell in the manner of a roller blind. In the context of the application, "essentially upwards or downwards" means that the slats can be moved upwards or downwards, but can follow the vehicle contour and therefore do not necessarily have to be moved vertically. The decisive factor is that the closure element or its slats can be moved below the door opening so that the door opening is released. It is also conceivable for the closure element or the slats to be moved horizontally below the door opening and to be held in a horizontally extending area below the door opening or the entry area.

[0011] Instead of slats, a single continuous element is also suitable, for example a kind of elastic plastic mat.

[0012] The slats are preferably designed as elongated bodies whose length is a multiple of the width and depth of the slats. For doors arranged on the side of the vehicle, the longitudinal axis extends in the direction of travel of the vehicle. The slats are movably connected to one another along their longitudinal axes, allowing them to rotate or pivot relative to one another about axes of rotation parallel to the longitudinal axes. In this way, the slats form a type of roller blind, which can follow the generally two-dimensional outer contour of the vehicle when the locking element is moved along this outer contour.

[0013] Because the locking element follows the outer contour or outer shell of the vehicle, no component of the door system protrudes beyond the vehicle shell in the lower area of ​​the door opening, so that the risk of collision with the platform or objects is significantly reduced.

[0014] In a preferred embodiment of the door system, the slats are connected to one another via a continuous sealing mat. Such a sealing mat can be made of rubber, for example. Ethylene propylene diene rubber (EPDM) is frequently used in vehicle construction as a robust sealing material, so the sealing mat is preferably made of EPDM. The slats are preferably arranged at a distance from one another on the sealing mat and firmly connected to the sealing mat. Provision can be made for the slats to be divided into two parts, with one part of the slats being arranged on one side of the sealing mat and the other part of the slats being arranged on the other side of the sealing mat. One part of the slats can be very stable and form a load-bearing part of the slat, while the other part gives the slat an attractive appearance.

[0015] In a further embodiment of the door system, the locking element is coupled to a drive via at least one, preferably two, roller chains. The individual slats are each attached to a chain link of the roller chain at one end and are thus also coupled to each other via the connection of the chain links.

[0016] Preferably, two roller chains are provided as the drive means for the locking element, which are guided in guide rails in the door system. Instead of roller chains that have individual rollers, chains without rollers can also be used. In the following, the term roller chain is used synonymously for both types of chain. The guide rails can preferably be made of U-profiles. The roller chains, driven by the drive, travel along the guide rails and thereby move the locking element, preferably in a translational manner, from the closed to the open state and back again. As an alternative to roller chains, other elements with similar properties can also be used as the drive means, for example elastic rods made of plastic or metal that are connected to the locking element or the slats by suitable means.

[0017] If the closure element is to be guided along the outer contour of the vehicle, the guide rails also follow the outer contour of the vehicle in this area. In the guide rails, the closure element is arranged essentially flush with the outer contour of the vehicle when it is closed. "Arranged essentially flush with the outer contour" in the context of the application means that, for example, individual slats do not necessarily have to be arranged flush, or the slats can be arranged slightly offset from the outer contour.

[0018] The guide rails can be arranged in the lower area of ​​the door opening.

[0019] The side limbs of the door opening or portal frame are ideal for this. The lower section extends, for example, across a lower third of the door opening, with the lower third extending across the entire width of the door opening and extending vertically upwards from the vehicle floor over a third of the door opening's height.

[0020] In a particularly advantageous design variant, the two parallel guide rails are each part of side parts that are movably mounted essentially transversely to the direction of movement of the roller chains. The roller chains can move in the guide rails of the side parts from a closed position to an open position and back. Adjacent to the two side parts, as it were, in extension of the guide rails, a stationary contact element is provided which connects to the respective side part in the closing direction of the locking element. The contact elements each have receptacles designed as recesses opposite the guide rails for at least one chain link. When the locking element is moved into the closed position, the roller chains move out of the guide rails in the direction of the contact elements and are guided into the receptacles.

[0021] The supports are each arranged at an angle to the longitudinal axis of the guide rails. The frontmost chain link, which extends from the guide rail, engages a deflection surface of the support and, as it continues to move, is deflected laterally toward the vehicle interior until a free front end surface of the first chain link strikes a stop surface at the lowest point of the support.

[0022] The receptacles are preferably inserted so deeply into the contact elements that they can each accommodate almost an entire chain link. This allows the first free chain links to be folded sideways.

[0023] Instead of receptacles, only deflection surfaces can be provided at which the drive means is deflected.

[0024] After the first free chain link has come to a stop on the stop surface, further movement of the roller chains towards the stop surfaces causes the first chain links to fold over, whereby a force is applied in the transverse direction to the respective guide rails. Since the two side parts are mounted so that they can move in the transverse direction, the force acting on the inner walls of the guide rails causes the two side parts and thus the roller chains and slats guided therein to move transversely to the longitudinal direction of the roller chains. This transverse movement allows the locking element to be pressed, preferably from the inside, against door seals arranged in the door portal, thereby achieving a high sealing effect. Balloon seals, for example, have proven to be particularly suitable as door seals.The possibility of transverse movement of the side parts can be ensured, for example, by screwing them to the door portal with screws, whereby the screws extend through oblong holes in the side parts.

[0025] The transverse movement of the guide rails, side panels, and locking elements depends on the length of the folding chain links and / or the depth of the recesses. By adjusting the geometry, the travel of the side panels and thus of the locking element can be adjusted. It has been shown that a travel of approximately 4 mm to 10 mm, preferably 5 mm to 6 mm, is sufficient to achieve a satisfactory seal on the door.

[0026] Preferably, spring elements are provided, which are arranged between the stationary vehicle portal and the guide rails and / or the movable side panels. When the door is closed, the guide rails or side panels are displaced against the spring force toward the sealing elements. When the door is opened, the spring elements drive the guide rails or side panels back to their original position.

[0027] The slats can be connected to each other via the continuous sealing mat and, additionally or exclusively, via hinges. The use of hinges allows the slats to move relative to each other only around defined axes of rotation. This can be advantageous, for example, if the interconnected slats are to be moved in a sliding manner. If the slats are not connected to each other via defined axes of rotation, the slats could more easily twist or jam during movement.

[0028] It is also conceivable that the slats themselves form the hinges, for example by means of slats with suitable cross-sections or hollow profiles, so that the slats can be inserted into one another and the insertion areas thus formed each form a hinge.

[0029] If the hinges are used in addition to the sealing mat, the hinges can ensure that the slats can move towards each other as desired, while the sealing mat connects the slats to form a closed and preferably airtight surface and allows the necessary freedom of movement between the slats.

[0030] In a further embodiment of the door system, the at least one door leaf together with the closure element closes the door opening substantially pressure-tight, so that a vehicle interior is sealed from the vehicle exterior against pressure surges.

[0031] In rail vehicles with a non-pressure-tight door system, passengers experience unpleasant pressure surges when entering tunnels or when trains pass each other. This occurs due to either overpressure or underpressure. Essentially pressure-tight, as defined in the application, means that pressure surges, which occur, for example, when a rail vehicle enters a tunnel, cannot penetrate the door opening into the vehicle interior, or only in a significantly reduced form.

[0032] When the door leaves close the door opening, their main closing edges touch. In single-leaf door systems, the main closing edge is located at the front edge of the door leaf in the closing direction. A secondary closing edge of the door leaf is located at the rear on the closing side. The main closing edge and the secondary closing edge of a door leaf extend across the entire height of the door leaf.

[0033] When closed, the door leaf is usually locked passively at the main closing edge and actively at the secondary closing edge. Passive locking at the main closing edge can be achieved by the door leaf running behind passive locking elements at the door opening, such as guide wedges. The passive locking elements are generally distributed across the entire height of the door leaf in order to absorb the operating forces while minimizing deformation of the door leaf. In addition, the door opening or portal frame and one of the door leaf frames are designed to be particularly rigid, which also reduces deformation of the door leaf.

[0034] Similar to the door leaves, the locking element is also designed to be rigid to withstand the compressive forces generated by the aforementioned pressure surges. This can be achieved, for example, by using slats with a rigid cross-sectional profile or by reinforcements in or on the slats. Hollow cross-sections, particularly rectangular or oval hollow profiles, are ideal for this purpose. Split slats can also serve this purpose, with one part of the slat serving as a rigid and load-bearing component, while the other part lends the slat an attractive appearance.

[0035] The seal between the door leaf and the door opening or the portal frame can be achieved by a seal arranged on the door leaf. A seal is also provided at the contact point between the door leaf and the locking element, so that the entire door opening can be sealed pressure-tight by the door leaf and the locking element.

[0036] Instead of seals, corresponding inlet profiles can also be provided on the door opening or the door leaves, into which the door leaves and the locking element can move and there create the seal, for example via a pre-tensioned line contact.

[0037] The locking element closes a substantially rectangular portion of the door opening, so that the locking element or its slats also form a substantially rectangular, flat element when closed. This flat element follows the outer contour of the vehicle, i.e., can, for example, follow a curve. When closed, the locking element has a horizontal upper edge, a horizontal lower edge, and two lateral edges running from top to bottom, each of which connects the upper edge to the lower edge. It is therefore advisable for the locking element to be sealed against the door opening or portal frame when closed by means of a lateral sealing arrangement in the area of ​​the lateral edges of the locking element.Likewise, the closure element can be sealed at an upper end in the region of the upper horizontal edge of the closure element against the at least one door leaf in the closed state via an upper sealing arrangement. The door leaf is arranged above the closure element and, in the closed state, closes an upper part of the door opening, while the closure element closes a lower part of the door opening in the closed state. This creates a contact area between the door leaf and the closure element, which can be sealed as proposed.

[0038] The locking element can also be sealed to the door opening or portal frame at the horizontal lower edge of the locking element. For this purpose, the locking element is sealed to the door opening or portal frame at a lower end when closed via a lower sealing arrangement. These and other seals can preferably be designed as balloon seals. Balloon seals are hollow profiles made of sealing material, such as rubber or EPDM, which are clamped between two components to achieve a sealing effect. They can deform in the process, thus contacting the components and sealing the contact area.

[0039] It is also conceivable that the sealing arrangements are displaced toward the closure element in the closed state, thus being preloaded against the closure element. It is important that the sealing arrangements are preloaded against the closure element in order to exert their sealing effect.

[0040] In addition to the lateral mounts, one or more inlet wedges can also run along the entire length of the closure element in the direction of travel, so that the closure edge is deflected along its entire length.

[0041] Another possibility is for the inlet wedge to be movably mounted and moved by the retraction of the closure edge. This movement of the inlet wedge can be used to preload one of the sealing assemblies, preferably the lateral sealing assembly, against the closure element. For this purpose, a lever mechanism can be provided between the inlet wedge and the sealing assemblies to transmit the movement.

[0042] In a further embodiment of the door system, the closure element is configured such that it is arranged within a vehicle outer shell both in the closed and in the open state, as well as in all states between the closed and open state.

[0043] The vehicle shell is formed by the outer contour of the vehicle. In rail vehicles or buses, this vehicle shell is usually made up of a roof section, a floor section, and two side surfaces running vertically between these two sections. The vehicle shell can also be referred to as the outer contour.

[0044] Since the platform or objects can get in the way when opening the door system, especially in the lower area of ​​the door opening, it is all the more important that the locking element protrudes as little as possible beyond the vehicle shell. Therefore, the locking element can be designed and guided in such a way that it does not protrude beyond the vehicle shell, whether it is closed or open. The slatted design of the locking element also allows the locking element to be designed and guided in such a way that it does not protrude beyond the vehicle shell in any state between the open and closed states, for example, by using guide rails for the slats that follow the vehicle shell or the vehicle contour.

[0045] In a further embodiment of the door system, the locking element is coupled to a drive of the door system, which drives the locking element and can move it between the closed and open states. Preferably, the drive of the door system also serves to drive at least one door leaf.

[0046] The method according to the invention for opening and closing a door opening of a vehicle comprises the following method steps for closing the door opening: moving the drive means in the guide rail in the direction of the door leaf and thereby moving the closure element, moving a free end of the drive means into a receptacle arranged in a contact element adjacent to the guide rail, wherein the receptacle has a deflection surface arranged obliquely to the course of the guide rail,

[0047] Further movement of the drive means while the free end of the drive means is deflected by the deflection surface in the direction of a vehicle interior until the free end comes to rest against a stop surface in the receptacle, wherein a drive force of the drive means is deflected by contact with the receptacle and drives the guide rail in the Z direction transverse to the main extension of the door opening (XZ extension).

[0048] Further advantageous and preferred embodiments will become apparent from the following description with reference to the figures. The drawings, which only show one exemplary embodiment, show:

[0049] Fig. 1 a door system from the state of the art,

[0050] Fig. 2 a door system with a closure element with movably connected slats, arranged in a lower area of ​​the door opening,

[0051] Fig. 3 the closure element from Fig. 2 in a closed state,

[0052] Fig. 4 the closure element from Fig. 2 in an open state,

[0053] Fig. 5 a guide rail and a lateral sealing arrangement for the closure element,

[0054] Fig. 6 - 10 vertical sectional views through the closure element to illustrate the movement of components of the closure element.

[0055] Fig. 11 shows a vertical sectional view of the closure element in the closed state. Figure 1 shows a prior art rail vehicle door system with a door leaf 21 and a hinged closure element 22. The door leaf 21, together with the closure element 22, can close a door opening in a closed state and release it in an open state.

[0056] The door opening is essentially rectangular with a horizontal upper leg, a horizontal lower leg, and two essentially vertical lateral legs. The two lateral legs follow the outer contour of the rail vehicle and therefore do not necessarily run vertically in all spatial directions, particularly in the lower and upper areas of the door opening. The horizontal upper and lower legs run parallel to the vehicle's direction of travel 23.

[0057] The door opening is incorporated into an outer shell of the rail vehicle, with both the door leaves 21 and the closure elements 22 being adapted to this contour so that, in the closed state, they are arranged flush with the outer shell of the vehicle.

[0058] In Fig. 1, the door leaf 21 is in the closed state, while the locking element 22 is in the open state for illustrative purposes. It can be clearly seen that the locking element 22 from the prior art protrudes significantly beyond the outer shell of the vehicle when open. The door leaves 21 also protrude significantly beyond the outer shell of the vehicle when open because, when opened, the door leaves 21 execute a pivoting and sliding movement in which they first move slightly out of the outer shell transversely to the direction of travel 23 and then move sideways parallel to the direction of travel 23 to release the door opening. The lower area of ​​the door leaves 21 runs the risk of colliding with the platform or objects parked on the platform.

[0059] This is where the idea of ​​the invention comes in. In the door system according to the invention shown in Fig. 2, the door leaves 21 are shortened in the lower region compared to the prior art shown in Fig. 1, so that the door leaves 21 are exposed to a lower risk of collision. If the closure element 22 from the prior art shown in Fig. 1 were simply extended to close the part of the door opening that is no longer closed by the door leaves 21 due to the shortening of the door leaves 21, the closure element 22 would protrude significantly further beyond the outer shell of the vehicle, which, however, is to be avoided.

[0060] The closure element 22 according to the invention, as shown in Fig. 2, comprises a plurality of movably interconnected slats 24, which are guided via roller chains 37 in two guide rails 25 arranged opposite one another in the door opening. The guide rails 25 are arranged laterally at the door opening in movably mounted side parts 40 and follow the contour of the vehicle or the outer shell of the vehicle.

[0061] A drive of the door system allows the locking element 22 to be moved up and down along the guide rails 25 between the closed and open states. Since the guide rails 25 follow the contours of the vehicle, the locking element 22 never protrudes beyond the vehicle's outer shell, thus eliminating the risk of collision.

[0062] Fig. 3 shows the closure element 22 in the closed state. The slats 24 are moved upward.

[0063] Fig. 4 shows the closure element 22 in the open state, in which the slats 24 have moved downwards.

[0064] Fig. 5 also shows the closure element 22 in the open state, but from a different perspective. In this perspective, one of the side parts 40, which has a guide rail 25, can be seen more clearly. At the upper left end of the guide rail 25 shown in Fig. 5, a receptacle 26 is mounted, into which a first free chain link 38, i.e., the front one in the direction of travel of the roller chain 37, moves during closing. The receptacle 26 is arranged in a fixed, stationary contact element 42 (see the following figures).

[0065] The receptacle 26 is designed such that the first chain link 38 undergoes a tilting movement or rotation, which causes the roller chain 37, the guide rail 25 or the side part 40 to be moved in the direction of a lateral sealing arrangement. In the exemplary embodiment shown, a balloon seal 29 is provided as the sealing arrangement, against which the side part 40 is pressed, so that the sealing effect of the balloon seal 29 occurs. The balloon seal 29 can be arranged along the travel path of the roller chains 37 or the slats 24, as shown in particular in Figure 5, but a balloon seal 29 can also be provided that runs transversely to the travel path of the roller chains 37, as shown in particular in Figures 4-10.

[0066] Figures 6 to 10 show vertical sectional views through the closure element 22 to illustrate the mechanics and movement of the various components.

[0067] The plane of the door opening extends along the X and Z directions, the X direction running through the vertical axis of the vehicle and the X direction running parallel to the vehicle's outer wall. Figure 6 shows a corresponding directional diagram.

[0068] Shown is one of the two side parts 40 with the associated roller chain 37 in the guide rail 25 (not visible) and the adjacent stationary contact element 42. Figure 6 shows the state before the sealing effect has been initiated by moving the side part 40; Figure 10 shows the final position with complete sealing effect. Figures 7, 8, and 9 each show intermediate positions.

[0069] It can be seen that the side part 40 has elongated holes 44 through which screws 46 extend. The elongated holes allow movement of the side part 40 in the Y direction, i.e., in the direction of the balloon seal 29 arranged in the lower area and extending transversely to the direction of travel of the side part 40.

[0070] In the state shown in Figure 6, the roller chains 37 are shortly before their end position; the opening beneath the door leaf 21 is already largely closed by the locking element 22 or the slats 24. The foremost chain link 38 in the closing direction is already approximately halfway extended from the guide rail 25 or the side part 40 and comes to rest on a deflection surface 48 of the holder 26. The following figures illustrate that as the roller chains 37 continue to move, the foremost chain link 38 is deflected laterally toward the interior of the vehicle until a free front end surface 50 of the foremost chain link 38 comes to rest on a stop surface 52 at the lowest point of the holder 26.

[0071] In the illustrated embodiment, the receptacle 26 is inserted so deeply into the contact element 42 that it can accommodate almost the entire frontmost chain link 38. The rear chain link rotation axis of the frontmost chain link 38 in the closing direction is arranged in the end position outside the guide rail or side part 40 and outside the contact element 42, i.e., between them, thereby enabling the frontmost chain link 38 to be folded sideways. In an alternative embodiment, several chain links can also be inserted into the receptacle 26; the only important thing is that one chain link rotation axis is arranged outside the receptacle 36 and outside the contact element 42.

[0072] After the frontmost chain link 38 has come to a stop on the stop surface 52, further movement of the roller chain 37 towards the stop surface 52 causes the frontmost chain link 38 to fold over, whereby a force is applied to the guide rail 25 in the transverse direction. Since the side part 40 is mounted so as to be movable in the transverse direction, the force acting on an inner wall of the guide rail 25 causes the side part 40 and thus the roller chain 37 and slats 24 guided therein to move transversely to the longitudinal direction of the roller chain 37. This transverse movement presses the closure element 22 against the balloon seal 29. In the end position (Fig. 10), the frontmost chain link 38 rests almost completely in the receptacle 26 or on the stop surface 52, even with its side surface facing in the direction of travel of the roller chain 37.

[0073] A travel of approximately 6 mm has proven to be particularly suitable, although this stroke can also be larger or smaller.

[0074] Not visible is at least one spring element that exerts a restoring force on the movable side panels. When the door is closed, the guide rails or side panels are moved against the spring force from their initial position towards the sealing elements into an end position; when opened, the spring elements drive the guide rails or side panels back to their initial position. The drive force for moving the roller chain 37 is redirected by folding over the frontmost chain link 38 and overcomes the spring force of the spring element when the roller chain 37 is moved. Preferably, several spring elements are provided, which are distributed over the path of the roller chain 37 in the side panel 40 between a stationary component in the door portal and the side panel 40.

[0075] Fig. 11 once again shows the closure element 22 with slats 24 in the closed state in a sectional view in a slightly modified embodiment of the invention. In contrast to the embodiment shown in Figures 6 to 10, a lower sealing arrangement 33 with a lower sealing lip 34 is located on the lower leg of the door opening. When approaching the closed state, the lower sealing lip 34 moves against a stop 35 on the door opening, so that the lower sealing lip 34 is pretensioned against the stop 35 and its sealing function is activated.

[0076] The slats 24 of the closure element 22 are each constructed from a mechanically highly resilient, load-bearing support structure 30 on the inside and a facing 31 on the outside. A flexible rubber sealing mat 32 is arranged between the support structure 30 and the facing 31, firmly connecting each support structure 30 to a corresponding facing 31. The slats 24 are thus movably connected to one another via the sealing mat 32.

[0077] List of reference symbols

[0078] 21 door leaves

[0079] 22 locking element

[0080] 23 Direction of travel of the vehicle

[0081] 24 slats

[0082] 25 guide rails

[0083] 26 recording

[0084] 27 Closing edge

[0085] 29 Balloon seal

[0086] 30 Support structure

[0087] 31 Veneer

[0088] 32 sealing mat

[0089] 33 lower sealing arrangement

[0090] 34 lower sealing lip

[0091] 35 stop

[0092] 37 roller chain

[0093] 38 front chain link

[0094] 40 side panel

[0095] 42 Contact element

[0096] 44 slot

[0097] 46 Screw

[0098] 48 Deflection surface

[0099] 50 front end face chain link

[0100] 52 Stop surface

Claims

Patent claims 1. Door system for a vehicle, in particular a rail vehicle, for opening and closing a door opening, with at least one door leaf (21) and a closure element (22), wherein the door leaf (21) and the closure element (22) are designed to close the door opening in a closed state and to release the door opening in an open state, characterized in that the closure element (22) is mounted in at least one guide rail (25) which is substantially adapted to an outer contour of the vehicle in the region of the door opening and is guided and movable in this for closing and opening the door opening, the at least one guide rail (25) is mounted on the door portal so as to be displaceable in a Z direction transverse to the main extension of the door opening (XZ extension).

2. Door system according to claim 1, characterized in that the locking element (22) is connected to a drive means guided in the guide rail (25) and is driven by this to close and open the door opening.

3. Door system according to claim 2, characterized in that the locking element (22) is connected to two drive means, each of which is arranged in guide rails (25) which run parallel to one another on vertically extending legs of a door portal delimiting the door opening.

4. Door system according to one of claims 1 to 3, characterized in that a stationary contact element (42) is provided adjacent to the guide rail (25) in such a way that a front free end of the drive means can move into a receptacle (26) arranged in the contact element (42), wherein the receptacle (26) is designed and arranged with a deflection surface (48) arranged obliquely to the course of the guide rail (25) and a stop surface (52) in such a way that the free end of the drive means when closing the door opening by the Deflection surface (48) is deflected in the direction of a vehicle interior until the free end comes to rest on the stop surface (52) in the receptacle (26), wherein a driving force of the drive means is deflected by contact with the receptacle (26) and drives the guide rail (25) in the Z direction transversely to the main extension of the door opening (XZ extension).

5. Door system according to one of claims 2 to 4, characterized in that the drive means is formed by a roller chain (37) and at least one free frontmost chain link (38) is movable into the receptacle, wherein a chain link rotation axis is then located between the guide rail (25) and the contact element (42).

6. Door system according to one of the preceding claims, characterized in that at least one spring element is provided between a stationary component in the door portal and the side part (40), which spring element drives the guide rail (25) from an end position in which the door opening is closed, back to the starting position.

7. Door system according to one of the preceding claims, characterized in that sealing elements are provided, via which the at least one door leaf (21) together with the closure element (22) closes the door opening in a pressure-tight manner, so that a vehicle interior is sealed from the vehicle exterior area against pressure surges.

8. Door system according to one of the preceding claims, characterized in that a balloon seal (29) is designed and arranged such that, in the closed position of the closure element (22), it seals the closure element (22) against the door portal.

9. Door system according to one of the preceding claims, characterized in that the closure element (22) comprises a plurality of slats (24) which are movably connected to one another.

10. Door system for a vehicle, in particular a rail vehicle, for opening and closing a door opening, with at least one Door leaf (21) and a closure element (22), wherein the door leaf (21) and the closure element (22) are designed to close the door opening in a closed state and to release the door opening in an open state, characterized in that the closure element (22) is mounted in at least one guide rail (25) which is substantially adapted to an outer contour of the vehicle in the region of the door opening and is guided and movable in the door opening for closing and opening the door opening, and comprises a plurality of slats (24) which are movably connected to one another.

11. Door system according to claim 9 or claim 10, characterized in that the slats (24) are connected to one another via a flexible sealing mat (32).

12. Door system according to one of claims 9 to 11, characterized in that the slats (24) are connected to one another via hinges.

13. Door system according to one of the preceding claims, characterized in that the closure element (22) is designed such that it is arranged within a vehicle outer shell both in the closed and in the open state, as well as in all states between the closed and open state.

14. Method for opening and closing a door opening of a vehicle, in particular a rail vehicle, with at least one door leaf (21) and a closure element (22), wherein the door leaf (21) and the closure element (22) are designed to close the door opening in a closed state and to release the door opening in an open state, wherein the closure element (22) is mounted in at least one guide rail (25) and is guided and movable in the door opening via a drive means for closing and opening the door opening, and the at least one guide rail (25) is arranged in a Z-direction transverse to the main extension of the door opening (XZ-extension). is displaceably mounted on the door portal, comprising the method steps for closing the door opening: o Moving the drive means in the guide rail (25) in the direction of the door leaf and thereby moving the closure element (22), o Moving a free end of the drive means into a receptacle (26) arranged in a contact element (42) adjacent to the guide rail (25), wherein the receptacle has a deflection surface (48) arranged obliquely to the course of the guide rail (25), o Further moving of the drive means, while the free end of the drive means is deflected by the deflection surface (48) in the direction of a vehicle interior until the free end comes to rest on a stop surface (52) in the receptacle (26), wherein a driving force of the drive means is deflected by contact with the receptacle (26) and drives the guide rail (25) in the Z direction transversely to the main extension of the door opening (XZ extension).

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