EP3034748A1 - Folding leaf door assembly - Google Patents

Abstract

The invention relates to a folding door (1), comprising at least one folding door (2, 3), at least one drive unit (4) for moving the folding door (2, 3), and a carriage (9) having a base body (26) and a plurality of casters (14, 15), wherein the folding door (2, 3) is so connected to the carriage (9), that the folding door (2, 3) via the carriage (9) is mounted on a guide rail (8), so a roller body (16) of the rollers (14, 15) roll on a running surface (18) of the guide rail (8), wherein the roller body (16) has a modulus of elasticity at 20 ° C between 2700 MPa and 3100 MPa, preferably 2900 MPa wherein the roller body (16) has a density at 20 ° C between 1.10 g / cm 3 and 1.70 g / cm 3, preferably of 1.42 g / cm 3, wherein the tread (18) at a modulus of elasticity 20 ° C between 60 MPa and 80 MPa, preferably of 70 MPa, wherein the tread (18) has a shear modulus at 20 C between 10 MPa and 40 MPa, preferably of 27 MPa, and wherein the tread (18) has a density at 20 ° C between 3 g / cm 3 and 5 g / cm 3, preferably of 2 g / cm 3 ,

Description

The invention relates to a folding door. In particular, the present invention relates to a folding door system in which squeaking noises are avoided.

Folding door systems are known from the prior art. These have comparatively high noise emissions, resulting from a high number of moving parts. Such high noise emissions are regularly disturbed by visitors, as a nearly silent drive of door systems is usually expected.

In particular, in noise emission sensitive building situations, such as office access, concert buildings or spa facilities, therefore, the use of folding door systems is currently virtually impossible. Most annoying are usually squeaking noises, which are perceived by most people as very unpleasant.

It is an object of the invention to provide a folding door system that avoids the occurrence of squeaking noise with simple and cost-effective production and assembly.

The object is achieved by the features of claim 1. Thus, the object is achieved by a folding door system, which has at least one folding door. Furthermore, the folding door system has at least one drive unit for moving the folding door and a carriage. The carriage in turn has a base body with a plurality of rollers. The folding door is connected to the carriage in such a way that the folding door is mounted on a guide rail via the carriage. Particularly advantageously, the guide rail is an upper horizontal guide rail. By storage, a roller body of the rollers on a running surface of the guide rail can be unrolled. In this way, the folding door is mounted on the guide rail. To move the folding door, the carriage rolls over the running surface of the guide rail. In order to ensure a low acoustic emission, the roller body has a modulus of elasticity at 20 ° C between two 2700 MPa and 3100 MPa. The modulus of elasticity is preferably 2900 MPa. A determination of the modulus of elasticity is carried out in particular according to ISO 527. Furthermore, the roll body has a density at 20 ° C between 1.10 g / cm ³ and 1.70 g / cm ³ . The density is preferably 1.42 g / cm ³ . The density can be determined in particular according to ISO 1183. The running surface of the guide rail is advantageously formed of a material having a modulus of elasticity at 20 ° C. between 60 MPa and 80 MPa, preferably 70 MPa. Furthermore, the tread has a shear modulus at 20 ° C between 10 MPa and 40 MPa. The shear modulus is preferably 27 MPa. A determination of the modulus of elasticity is carried out according to EN ISO 6892-1: 2009, a determination of the shear modulus according to DIN 53445. Finally, a density of the tread at 20 ° C between 3 g / cm ³ and 5 g / cm ³ , preferably 2 g / cm ³ . The density is determined according to ISO 1183. With such values, structure-borne noise propagation within the guide rail and within the rollers is minimized. Thus, a noise emission is minimized, whereby a low-noise operation is possible. In particular, in this way the generation of squeaking noises is avoided so that no unpleasant noises are present.

The dependent claims show advantageous developments of the invention.

Advantageously, the main body of the carriage is designed as follows: A modulus of elasticity at 20 ° C is between 2500 MPa and 2900 MPa, preferably 2700 MPa. A shear modulus at 20 ° C is between 600 MPa and 900 MPa. The shear modulus is preferably 750 MPa. A determination of the modulus of elasticity is carried out according to ISO 527, the shear modulus is determined according to DIN EN ISO 1827: 2010-07. A density of the main body at 20 ° C between 1.10 g / cm ³ and 1.70 g / cm ³ , preferably 1.39 g / cm ³ . With these values, the base body also has a very poor structure-borne sound propagation. Thus, a noise emission is minimized by the body. This leads to a further reduced noise emission through the folding door, which is why a quiet operation, especially without squeaking, is ensured.

The roller surfaces of the rollers preferably have a surface roughness Rz of between 5.0 and 7.0, preferably of 6.3. Advantageously, the entire roller body has the surface roughness values mentioned. With such surface roughness low loss energy is converted, resulting in a minimized friction. Due to the minimized friction and the minimized energy loss also a minimum sound energy is implemented, whereby the rolling of the rollers on the running surface of the guide rail is very quiet. In particular, such a low-noise operation, preferably without squeaking, realized.

Furthermore, it is advantageously provided that a rolling surface of the rollers has a surface hardness according to Rockwell scale R between 100 and 140. The surface hardness according to Rockwell Scale R 120 is particularly advantageous. Thus, a surface hardness according to Rockwell Scale M of, in particular, 92 is present. This leads to optimized wear, which minimizes the energy lost. Thus, noise emissions are minimized, resulting in a quiet operation, especially without squeaking leads. Preferably, the tread, at least in sections, a grooving on. The grooving runs essentially parallel to a direction of displacement of the carriage on the running surface. Under scoring is to understand a surface structure which is wave-shaped in cross section. A surface roughness Ra, which is measured in particular parallel to the wave crests and troughs, is between 0.05 and 1.0. The surface roughness Ra is preferably 0.5. This leads to optimized wear, whereby the loss of energy and thus the noise emission from the guide rail are minimized. This further assists the previously mentioned low-noise operation, in particular the avoidance of squeaking noises.

A static surface pressure between a roller surface of the rollers and the running surface of the guide rail is between 8 N / mm ² and 12 N / mm ² . The static surface pressure is preferably 10 N / mm ² . In this way, a secure concern of the rollers is guaranteed on the tread, whereby noise, especially due to jumping of the carriage on the tread, are avoided.

A travel speed of the carriage with respect to the guide rail is between 10 cm / s and 100 cm / s, advantageously between 10 cm / s and 75 cm / s, more preferably between 10 cm / s and 50 cm / s. Due to these speeds friction is minimized. This in turn leads to a reduced noise emission, in particular to a reduction of squeaking noises.

The main body of the carriage preferably has a length between 40 mm and 80 mm, preferably of 60 mm. A width of the base body is between 15 mm and 20 mm, preferably 18 mm. Finally, a height of the base body is between 10 mm and 15 mm, preferably 13 mm. Thus, the body, and thus in particular the carriage, very compact. The compact, solid construction prevents the generation of noise. Especially in combination with the previously mentioned values for reduction The structure-borne sound propagation is realized as a minimization of noise emissions, whereby a quiet operation, especially without squeaking noise is ensured.

The carriage advantageously comprises at least one horizontally arranged roller and at least one vertically arranged roller. In this case, a diameter of the horizontally arranged roller is preferably larger than a diameter of the vertically arranged roller. The combination of horizontal rollers and vertical rollers ensures safe guidance and thus a secure hold of the carriage in the guide rail. This avoids noise due to inaccurate guidance of the carriage within the guide rail. In particular, the combination of horizontal rollers and vertical rollers causes a displacement of the roller carriage only in the longitudinal direction of the guide rail, but not across it, is possible.

Particularly advantageously, the horizontally arranged roller is mounted on a bolt, wherein the bolt is guided through a passage opening of the base body. Furthermore, the folding door is attached to the bolt. The attachment of the folding door to the bolt is particularly adjustable in height, so that an adjustment of the folding door is made possible relative to the guide rail. Due to this simplified structure, there is little play, which effectively avoids noise. This in turn leads to the quiet operation without disturbing squeaking noises.

Alternatively or additionally, it is preferably provided that the vertically arranged roller and / or the horizontally arranged roller have a roller surface which rolls on the tread. The roller surface has in particular a radius between 75 and 125 mm. Preferably, the radius is 100 mm. Likewise, it is preferably provided that the vertical rollers have a flat roller surface, while the at least one horizontally arranged roller has a spherical roller surface. Due to the crown of the at least one horizontal roller, the support surface of the horizontal roller is minimized on the guide rail, whereby the possibilities of acoustic emission are fundamentally minimized.

The roller body of the rollers is mounted in particular on an axis on the base body. For this purpose, the axis is preferably non-positively, in particular via a knurl, mounted in a bore of the body. The roller body in turn is mounted on the axle via a ball bearing, in particular via a closed ball bearing. The axis has a Young's modulus at 20 ° C between 150 MPa and 250 MPa, preferably 200 MPa. A shear modulus of the axis is at 20 ° C between 70 MPa and 90 MPa, preferably 81 MPa. The determination of the modulus of elasticity of the axle is carried out according to EN ISO 6892-1: 2009, the determination of the shear modulus according to DIN 53445. A density of the axle is finally at 20 ° C between 5.0 g / cm ³ and 10 g / cm ³ , preferably 7.9 g / cm ³ . The density is determined according to ISO 1183. Again, these material properties minimize structure-borne noise propagation within the axis. Thus, the structure-borne sound propagation is minimized within the entire carriage, whereby the low-noise operation, in particular without disturbing squeaking, is possible.

In order to prevent out-of-round running due to water absorption, the water absorption of the roll body after immersion in water of 23 ° C is between 0.1% and 0.5%, preferably 0.3%. Likewise, it is preferably provided that a water absorption of the roller body after storage at 50% relative humidity between 1.2% and 1.6%, preferably 1.4%, is. This low water absorption ensures that the roller bodies always roll around on the running surface of the guide rail, whereby disturbing noise emissions are avoided.

Likewise, it is preferably provided that a flattening of the rollers after 8 hours. Support on a flat surface and load with a test load of 200 N, not more than 0.02 mm, preferably not more than 0.12 mm. Thus, a flattening of the rollers, which usually takes place at high service life of the folding door system, effectively avoided. An emission of noise due to non-circular running of the rollers is thus not available. For a quiet operation is realized.

Fig. 1

eine schematische Abbildung der Faltflügeltüranlage gemäß einem Ausführungsbeispiel der Erfindung,

Fig. 2

eine schematische Detailansicht einer Scharnierverbindung zweier Flügel einer Faltflügeltür der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 3

eine weitere schematische Detailansicht einer Scharnierverbindung zweier Flügel einer Faltflügeltür der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 4

eine schematische Schnittansicht der Verbindung der Scharniere der Flügel der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 5

eine schematische Ansicht des Antriebs der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 6

eine schematische Explosionsdarstellung des Laufwagens der Faltflügeltüren der Faltflügeltüranlage, gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 7

eine schematische Ansicht der Lagerung der Laufwagen der Faltflügeltüren der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 8

eine schematische Ansicht der Dichtung der Faltflügeltüren der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 9

eine schematische Darstellung der Dichtwirkung der Dichtung aus Fig. 8,

Fig. 10

eine schematische Darstellung der Hindernisüberwachung der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung in einer geöffneten Stellung der Faltflügeltüren,

Fig. 11

eine schematische Darstellung der Hindernisüberwachung der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung in einer geschlossenen Stellung der Faltflügeltüren,

Fig. 12

eine schematische Darstellung der Hindernisüberwachung der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung in einer halbgeschlossenen Stellung der Faltflügeltüren,

Fig. 13

eine erste schematische Darstellung des Schließvorgangs der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 14

eine zweite schematische Darstellung des Schließvorgangs der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 15

eine dritte schematische Darstellung des Schließvorgangs der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 16

ein erster schematischer Ablaufplan der Hinderniserkennung der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 17

ein zweiter schematischer Ablaufplan der Hinderniserkennung der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung,

Fig. 18

eine schematische Darstellung eines Ablaufplans einer Zuhalteregelung der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung, und

Fig. 19

eine schematische Darstellung des Geschwindigkeitsprofils sowie des Beschleunigungsprofils der Faltflügeltüranlage gemäß dem Ausführungsbeispiel der Erfindung.

The invention will now be described with reference to an embodiment. Showing:

Fig. 1

a schematic illustration of the folding door door system according to an embodiment of the invention,

Fig. 2

a schematic detail view of a hinge connection of two wings of a folding door of the folding door system according to the embodiment of the invention,

Fig. 3

a further schematic detail view of a hinge connection of two wings of a folding door of the folding door system according to the embodiment of the invention,

Fig. 4

a schematic sectional view of the connection of the hinges of the wings of the folding door system according to the embodiment of the invention,

Fig. 5

a schematic view of the drive of the folding door system according to the embodiment of the invention,

Fig. 6

a schematic exploded view of the carriage of the folding doors of the folding door system, according to the embodiment of the invention,

Fig. 7

a schematic view of the storage of the carriage of the folding doors of the folding door system according to the embodiment of the invention,

Fig. 8

a schematic view of the seal of the folding doors of the folding door system according to the embodiment of the invention,

Fig. 9

a schematic representation of the sealing effect of the seal Fig. 8 .

Fig. 10

a schematic representation of the obstacle monitoring the folding door system according to the embodiment of the invention in an open position of the folding doors,

Fig. 11

a schematic representation of the obstacle monitoring the folding door system according to the embodiment of the invention in a closed position of the folding doors,

Fig. 12

a schematic representation of the obstacle monitoring the folding door system according to the embodiment of the invention in a half-closed position of the folding doors,

Fig. 13

a first schematic representation of the closing operation of the folding door system according to the embodiment of the invention,

Fig. 14

a second schematic representation of the closing operation of the folding door system according to the embodiment of the invention,

Fig. 15

a third schematic representation of the closing operation of the folding door system according to the embodiment of the invention,

Fig. 16

a first schematic flowchart of obstacle detection of the folding door system according to the embodiment of the invention,

Fig. 17

a second schematic flowchart of obstacle detection of the folding door system according to the embodiment of the invention,

Fig. 18

a schematic representation of a flow chart of a Zuhalteregelung the folding door system according to the embodiment of the invention, and

Fig. 19

a schematic representation of the speed profile and the acceleration profile of the folding door system according to the embodiment of the invention.

Fig. 1 shows a schematic view of the folding door system 1 according to an embodiment of the invention. The folding-wing door system 1 comprises a first folding-wing door 2 and a second folding-wing door 3. The first folding-wing door 2 and the second folding-wing door 3 each include a first wing 24 and a second wing 25, which are connected via a hinge system (cf. Fig. 2 to 4 ) are connected. The first wing 24 has a first frame 10, while the second wing 25 has a second frame 11. In particular, the individual wings 24, 25 are constructed identically, so that in particular also the first frame 10 is identical to the second frame 11. Both of the first frame 10 and the second frame 11 each have a filling element 22 is held, wherein the filling element 22 is in particular a glass sheet. If the gullwing 1 is to be opened or closed, at least one of the folding doors 2, 3, ie either the first folding door 2 or the second folding door 3 or the first folding door 2 and the second folding door 3 are moved together along a guide rail 8. Thus, folding in of the first wings 24 and second wings 25 occurs relative to each other. Therefore, the folding door system 1 has an infolding side, in which the first wing 24 and the second wing 25 move to fold.

The Fig. 2 shows a section through the first folding door 2 in a plan view. It can be seen that the first frame 10 and the second frame 11 each have two vertical profile elements 12 and two horizontal profile elements 13. In order to obtain a secure and reliable connection between the horizontal profile element 13 and the vertical profile element 12, and to achieve a simple and cost-effective installation of the first frame 10 and the second frame 11, the horizontal profile element 13 and the vertical profile element 12 is stumped together and screwed. For this purpose, a counter element 49 is introduced in the horizontal profile element 13. The counter element 49 abuts directly on the vertical profile element 12 and is screwed by two fastening screws 66 with the vertical profile element 12. In this case, the fastening screws 66 are supported on a fastening element 48, which is arranged in the vertical profile element 12. In this way, a defined contact force between the vertical Profile element 12 and the horizontal profile element 13 adjustable. Thus, a secure and especially rigid connection is guaranteed. Due to the support of the fastening screws 66 on the fastening element is also ensured that the fastening screws 66 do not protrude from the vertical profile element 12, thus complicating a mounting of the first wing 24 or the second wing 25.

The vertical profile element 13 comprises two thermal separations 31 and two clamping elements 50, which are each arranged substantially perpendicular to each other. The clamping element 50 serve to receive the filling element 22, while the thermal separations 31 thermally insulate the two clamping elements 50 from each other. Thus, in particular, a first outer surface 32 of the first frame 10 and the second frame 11 is thermally separated from a, in particular the first outer surface opposite, the second outer surface 33 of the first frame 10 and the second frame 11. Thus, the gullwing system 1 forms a thermal separation between those areas that are to be separated with the folding door system 1.

Due to the configuration of the thermal separations 31 as insulation webs, a chamber 51 is formed within the vertical profile element 12. Within this chamber 51, the fastening element 48 is attached. In particular, the fastening element 48 is a perforated plate, which in fastening grooves 47 (see. Fig. 3 ) is inserted. Thus, a very simple connection between the horizontal profile element 13 and the vertical profile element 12 is made possible, wherein at the same time the above-described prevention of the protrusion of the fastening screws 66 is implemented from the vertical profile element 12.

Like both out FIG. 2 as well as out Fig. 3 can be seen, a first hinge member 20 is inserted into the first frame 10, while a second hinge member 21 is inserted into the second frame 11. In this case, the first frame 10, in particular the vertical profile element 12, a groove 43 in the vertical direction. In this groove 43, the first hinge element 20 is inserted. Similarly, the second frame 11 also has a groove 43 into which the second hinge element 21 is inserted.

In order to fix the first hinge element 20 and the second hinge element 21 to the first frame 10 and the second frame 11, the first hinge element 20 and the second hinge element 21 have a fastening web 44. With the fastening web 44, the first hinge element 20 is inserted into the groove 43 of the first frame 10 and the second hinge element 21 in the groove 43 of the second frame 11. Both the fastening web 44 and the groove 43 have an undercut 55, so that the first hinge element 20 is arranged in all directions except for the vertical form fit in the groove 43. The same applies to the second hinge element 21.

In order to achieve full fixation of the first hinge element 20 and of the second hinge element 21 on the first frame 10 and the second frame 11, both the first hinge element 20 and the second hinge element 21 have a strip web 45. The strip web 45 is in particular mounted opposite the undercut 55 on the first hinge element 20 and on the second hinge element 21. In the strip web 45, a threaded bore 46 is present, into which a grub screw can be screwed. Thus, the strip web 45 can be pushed away by screwing the grub screw into the threaded bore 46 of the first frame 10, whereby at the same time pressing the groove 43 is made to the fastening web 44. Thus, the first hinge element 20 via the undercut 55 to the first frame 10, in particular to the vertical profile element 12, can be pressed. The contact creates a frictional connection, which also acts in the vertical direction. Thus, by the clamping of the first frame 10 between the fastening web 44 and the screwed grub screw into the threaded bore 46 of the strip web 45 a full fixation of first hinge element 20 allows. The same applies analogously to the second hinge element 21 and the second frame 11.

The first hinge element 20 and the second hinge element 21 have the advantage that they are attached only to an outer region of the first frame 10 and the second frame 11. Thus, it is particularly avoided that by attaching the hinge element 20, 21 a cold bridge along the thermal separations 31 is introduced into the vertical profile elements 13. This ensures a safe and reliable thermal separation. At the same time, a secure and rigid connection of the first hinge element 20 to the first frame 10 and the second hinge element 21 to the second frame 11 is made possible. This leads to a very stable folding door 2, 3, which is why a lowering of the wings 24, 25 is very small even with large opening widths.

In order to connect a first hinge element 20 to a second hinge element 21, the first hinge element 20 has a first sleeve-shaped region 52, while the second hinge element 21 has a second sleeve-shaped region 53. The connection of the first sleeve-shaped region 52 with the second sleeve-shaped region 53 is in particular in FIG Fig. 4 shown. Thus, a door bolt 54, in particular via a respective bearing, is mounted on the inner surface 56 of the first sleeve-shaped region 52 and the second sleeve-shaped region 53. The inner surface 56 of the sleeve-shaped portions 52, 53 have the shape of a hollow spline shaft, whereby the bearing of the door bolt 54 is rotatably mounted in the first sleeve-shaped portion 52 and the second sleeve-shaped portion 53. In this way, a low-friction, yet stable storage, whereby a match of the connection between the first hinge element 20 and the second hinge element 21 is minimized. Due to the minimized hinge play, a lowering of the folding wing doors 2, 3 during the process between an open and closed position is a maximum of 4 mm. Another advantage of this connection is also that each first sleeve-shaped portion 52 is connectable to two second sleeve-shaped portions 53, wherein also each second sleeve-shaped portion 53 with two first sleeve-shaped portions 52 is connectable. Thus, the folding door 2, 3 can be very flexible composed of the first wing 24 and the second wing 25. As a result of the number of first hinge elements 20 and second hinge elements 21, a rigidity of the mounting of the first wing 24 and the second wing 25 can be adjusted to one another.

The Fig. 5 shows a drive of the folding door system 1. Thus, a drive unit 4 is present, which is in particular a DC electric motor. The drive unit 4 is connected to a transmission 5, which drives a conversion device 6. The conversion device 6 is in particular a disc or comprises two lever arms, wherein a linkage 7 is attached to outer regions of the disc or the lever arms. In particular, a separate linkage 7 is available for each folding door 2, 3. By the conversion device 6, a rotation of the transmission 5 is converted into a translation of the linkage 7.

If the folding door 2, 3 are to be opened, then the drive unit 4 is activated accordingly, so that it applies a torque to the transmission 5. Via the gear 5, the torque is applied to the conversion device 6, in which the torque is converted into a tensile force within the linkage 7. Thus, by driving the drive unit 4, a tensile force on the linkage 7 can be generated, with which each folding door 2, 3 along the guide rail 8 is displaceable. For controlling the drive unit 4, a control unit 19 is present. Likewise, the folding door 1 has a monitoring device 23, with a movement of the folding doors 2, 3 can be monitored. This will be described below with reference to the 10 to 15 described.

To guide the folding doors 2, 3 in the guide rail 8, each folding door 2, 3 a carriage 9. An exploded view of the carriage 9 is in Fig. 6 shown.

The carriage 9 comprises a base body 26 which has a plurality of bores. In four of these holes four vertical rollers 15 can be introduced, wherein the vertical rollers 15 have an axis 65 which is fixed non-positively within the bores of the base body 26. On the axis 65, a roller body 16 is mounted via a bearing 30, in particular via a closed ball bearing. The roller body 16 has a roller surface 17 which runs on a running surface 18 of the guide rail 8. The vertical rollers 15 have in particular a diameter of 100 mm.

The base body 26 also has a passage opening 29, through which a bolt 27 is guided. On the bolt 27, a horizontal roller 14 is mounted. The horizontal roller 14 is in particular directly, so without an additional bearing, mounted on the bolt 27. It is also provided that the horizontal roller 14 has a larger diameter than the vertical rollers 15. Finally, it is provided that the horizontal roller 14 has a spherical tread. The horizontal roller 14 serves for lateral guidance of the carriage 9 within the guide rail. 8

On the bolt 27, a suspension 28 for the folding door 2, 3 is attached. In particular, the suspension 28 is screwed to a thread of the bolt 27. In this way, a height adjustment and thus an orientation of the folding door 2, 3 relative to the carriage 9 is also possible. Therefore, the folding door 1 is adaptable to a variety of environmental conditions.

If the folding-wing door system 1 is in the closed position, ie if the first folding-wing door 2 and the second folding-wing door 3 are in an unfolded state, then the intermediate space between the first folding-wing door 2 and the second folding-wing door 3 is to be sealed. For this purpose, a sealing element 34 is present. The sealing element 34 is shown schematically in FIG Fig. 8 shown. The sealing effect of the sealing element 34 is in Fig. 9 shown.

The sealing element 34 comprises a plate-shaped base region 35 and a first tubular sealing region 36 and a second tubular sealing region 41. A wall thickness of the tubular sealing region 41 is between 0.5 mm and 1.5 mm, in particular 1.0 mm. A wall thickness of the base region 35 is between 0.5 mm and 2.0 mm, in particular between 1.0 mm and 1.5 mm. Both the first sealing region 36 and the second sealing region 41 are arranged on the same side of the base region 35 and, in particular, are aligned symmetrically with respect to one another. On the first sealing area 36 and the second sealing area 41 opposite side of the base portion 35 of the sealing element 34 has two undercut elements 42 are arranged, with which the sealing element 34 on the vertical profile elements 13 of the first frame 10 and the second frame 11 can be attached. It is also provided that both the first frame 10 and the second frame 11 are covered by the base portion 35 of the sealing element 34. Thus, the sealing element 34 fulfills a first sealing effect by the sealing of the vertical profile elements 13.

A second sealing effect is achieved by the abutment of the first sealing portion 36 and the second sealing portion 41 of a sealing member 34 on the base portion 35 of another sealing element 34. Thus, it is provided in particular that the first sealing portion 36 and the second sealing portion 41 of a sealing element 34, which at a movable end 38 of the first folding door 2 is arranged, in a closed state of the folding door unit 1 against the base portion 35 of the sealing element 34 abuts that at the movable end 38 of the second folding door third is appropriate. It is provided that the first sealing region 36 and the second sealing region 41 are deformed by the abutment against the base region 35 of another sealing element 34, so that a contact pressure is achieved by the sealing element 34 itself. Thus, a high density is given.

In order to take into account the kinematics of the folding door system 1, the first sealing region 36 and the second sealing region 41 each have a first leg 39 and a second leg 41. In this case, the first leg 39 is attached to the base region 35, while the second leg 40 is attached to the first leg 39. The first leg 39 is angled relative to the base portion 35. The angling is carried out in such a way that the first leg 39 of the first sealing region 36 points in the direction of the second sealing region 41. Similarly, the first leg 39 of the second sealing portion 41 in the direction of the first sealing portion 36. In contrast, the second leg 40 of the first sealing portion 36 away from the second sealing portion 41, as well as the second leg 40 of the second sealing portion 41 of the first Sealing area 36 away. In this way, a kink between the first leg 39 and the second leg 40 is present. A spring action of the first sealing region 36 and of the second sealing region 41 can be generated by means of this kink, in which the first sealing region 36 and the second sealing region 41 are deformed by abutment against the base region 35 of a further sealing element 34. As a result of the elastic restoring force of the first sealing region 36 and the second sealing region 42, a close contact of two sealing elements 34 with one another is made possible. This is in Fig. 9 shown.

Preferably, a first angle between the first leg 39 and the second leg 40 is between 120 ° and 150 °, particularly preferably 135 °. A second angle between the first leg 39 and the base region 35 is between 55 ° and 80 °, in particular 68 °.

The folding door 1 is located in the in Fig. 9 shown state in a closed position, so that the respectively attached to the movable ends 38 of the first folding door 2 and the second folding door 3 sealing elements 34 abut each other. It is in Fig. 9 No deformation of the sealing elements 34 is shown, but it is shown schematically how far the first sealing portions 36 and the second sealing portions 41 would penetrate into the respective opposite base portions 35, if they were not deformed. Thus is off Fig. 9 it can be seen that a considerable deformation of the sealing elements 34 is necessary for closing the folding-wing doors 2, 3, so that the first sealing regions 36 and the second sealing regions 41 produce a high restoring force. This ensures a firm pressing together of the sealing elements 34. In this way, on the one hand a high sealing effect is ensured, on the other hand, with the sealing element 34, an adaptation to the kinematics of the folding door system 1 takes place. Thus, it is necessary in the folding door systems that during a closing operation, the movable ends 37 of the folding doors 2, 3 are initially moved towards each other, wherein in a final movement step, the movable ends 38 of the folding doors 2, 3 are removed by a small amount from each other. If this is done with conventional seals, the conventional seal must be strongly compressed, resulting in an increased driving force of the drive unit 4. In contrast, the first sealing portions 36 and the second sealing portions 41 have a simple deformability, whereby low driving forces within the drive unit 4 act. Thus, on the one hand, the drive unit 4 is spared, on the other hand, there is no risk of erroneously erroneous error message due to excessive driving forces.

In the 10 to 12 schematically a folding door 2 is shown, with the folding doors 2 are in different positions. So is in Fig. 10 the folding door 1 completely opened, in Fig. 11 completely closed and in Fig. 12 partially open.

The folding door unit 1 has an obstacle sensor 57, which generates a sensor field 59. Thus, the obstacle sensor 57 can detect whether an obstacle, in particular a person, is located within the sensor field 59. The obstacle sensor 57 is in particular an optical sensor. On a floor on which the folding door unit 1 is mounted, a projection 58 of the sensor field 59 results as an ellipse.

If the folding door unit 1 is moved, it is possible to open or close a passage from a first area 60 into a second area 61. To release the passage, movable ends 38 of the first folding door 2 and the second folding door 3 are moved along the guide rail 8 toward the fixed ends 37 of the first folding door 2 and the second folding door 3. At the fixed ends 37, the first folding door 2 and the second folding door 3 are fixed to a wall and / or a floor, allowing rotation. Thus, when folding door panel 1 is opened, the folding doors 2, 3 are folded in the direction of first area 60. This means that first wings 24 and second wings 25 of folding doors 2, 3 are always within first area 60, but never within the second area 61.

A problem of this movement is in Fig. 12 shown. It can be seen here that the folding-wing doors 2, 3 rest directly on the sensor field 59, in particular on the projection 58 of the sensor field 59 of the obstacle sensor 57. Thus, the projection 58 has a first entrance area 63 into which the first folding door 2 enters during an opening operation or a closing operation, while the second folding door 3 enters a second entrance area 64 of the projection 58. However, this would always lead to the erroneous assumption that an obstacle is located within the closing path of the folding doors 2, 3. To prevent this, the monitoring device 23 is installed, which in Fig. 16 or 17 execute flowcharts shown. In the Fig. 16 and 17 are shown below with reference to the Fig. 13 to 15 explained.

The Fig. 13 to 15 show a plan view of a schematic folding door system 1 according to the embodiment of the invention. In Fig. 13 If the folding door 2 is partially closed, the first folding door 2 and the second folding door 3 remain outside the sensor field 59, in particular outside the projection 58 of the sensor array 59. Also is off Fig. 5 it can be seen that the first folding door 2 and the second folding door 3 remain in a fully closed position outside the projection 58.

Fig. 14 shows a state in which the first folding door 2 rests directly on the first entry region 63 and the second folding door 3 abuts directly on the second entry region 64. If the first folding door 2 and the second folding door 3 perform a closing movement, they have just left the sensor field 59. In this state, the first folding door 2 and the second folding door 3 are within an activation area 62. The activation area 62 corresponds to a predefined width of the guide rail 8 along the travel direction of the folding doors 2, 3, this width being symmetrical about a midpoint between the first folding door 2 and second folding door 3 is arranged. The position of the first folding door 2 and the second folding door 3 is thus defined in particular by the position of the movable ends 38 on the guide rail 8. If the movable ends 38 and thus the first folding door 2 and the second folding door 3 are within the activation area 62, then the first folding door 2 is located outside the first entrance area 63 and the second folding door 3 is located outside the second entry area 64.

Will the schedule according to Fig. 16 executed by the monitoring unit 23, the obstacle sensor 57 is active at any time. The process starts with an initial step S00. Subsequently, it is determined in a first step, whether the first folding door 2 and the second folding door 3 perform a closing movement. This is determined in particular by means of a position sensor, not shown. The position sensor is in particular an incremental encoder which is arranged on the rotational axis of the drive unit 4. Thus, it can be determined on the one hand, in which position the first folding door 2 and the second folding door 3 is based on the position sensor, on the other hand is also determined whether the first folding door 2 and the second folding door 3 just perform a closing movement. If the presence of a closing movement is affirmative, the second step S02 is carried out. Here it is queried whether an object within the sensor field 59, in particular the projection 58, has been detected with the obstacle sensor 57. If this is the case, then the third step S03 is continued. However, if this is not the case, then the process arrives at a final termination step S05.

In the third step S03, it is queried whether the first folding door 2 and the second folding door 3 are located within the activation area 62. If this is the case, then in a fourth step S04, the closing movement of the first folding door 2 and the second folding door 3 is stopped or reversed. Since the first folding door 2 and the second folding door 3 are located within the activation area 62, a detection of the first wing 24 or the second wing 25 of the first folding door 2 or the second folding door 3 within the projection 58 and thus a false detection of a non-existent Obstacle excluded. It must therefore be an external obstacle with a detected obstacle, for example, a desire of the folding door system 1. Thus, the stopping and / or reversing is necessary. Subsequently, the final termination step S05 is executed.

In this very simple schedule, the obstacle sensor 57 is permanently activated, with signals from the obstacle sensor not being used at all times. Thus, the signals of the obstacle sensor are observed only when the first folding door 2 and the second folding door 3 are within the activation area 62. Therefore, in Fig. 17 a more energy-efficient variant of the process shown.

Again, an initial step S10 starts the process. In a first step S11, it is determined whether the first folding door 2 and the second folding door 3 perform a closing movement. If this is the case, it is determined in a second step S12 whether the first folding door 2 and the second folding door 3 are located within the activation area 62. If this is not the case, then in a third step S13 the obstacle sensor 57 is deactivated and the first step S11 is continued. Thus, the folding door system 1 is in a position in which the signal of the obstacle sensor 57 is not reliable, since in this position an erroneous detection of the first folding door 2 or the second folding door 3 is possible as an obstacle. Since the obstacle sensor 57 does not provide reliable data, deactivation of the obstacle sensor 57 makes sense in order to save energy.

If, on the other hand, it is determined in the second step S12 that the first folding door 2 and the second folding door 3 are located within the activation area 62, then the obstacle sensor 57 is activated in a fourth step S14. Subsequently, it is checked in a fifth step S15 whether the obstacle sensor 57 has detected an obstacle. If this is not the case, then the second step S12 is continued in a sixth step S16. If, on the other hand, an obstacle is detected, in a seventh step S17, the closing movement of the first folding wing door 2 and of the second folding wing door 3 is stopped and / or reversed. Again, in this case, it can be assumed that the detected obstacle is an external obstacle, for example a catcher of the folding-door device 1, and therefore stopping and / or reversing is necessary. Subsequently, the process is ended with a final completion step S18.

This in Fig. 17 shown method allows the same results as in Fig. 16 , 57 energy can be saved by the temporary shutdown of the obstacle sensor. Thus, the folding door 1 is very cheap, yet reliable and safe to operate.

Due to the obstacle monitoring, it is possible not to realize a closing movement of the folding door system 1 exclusively by monitoring the power consumption of the drive unit 4. In this case, an obstacle would have to come into contact with the closing folding door 1, so that the obstacle can be detected. However, especially persons feel the contact with the closing folding door 1 very uncomfortable, so this should be avoided if possible. However, since the sensor array 59, in particular the projection 58, must be arranged outside a passage plane of the folding door system 1, is always to be expected with the problem that the obstacle sensor 57, the first wing 24 or the second wing 25 of the folding doors 2, 3 falsely as Detects obstacle. Therefore, without the previously described procedures, obstacle monitoring by means of an obstacle sensor 57 would only be possible if the projection 58 of the sensor field 59 was set very precisely. The sensor array 59 would have to be aligned so that a retraction of the folding doors 2, 3 is safely and reliably avoided. This complex setting of the obstacle sensor is avoided by the aforementioned processes.

The Fig. 18 shows a flow chart of a wind load control, which is carried out in particular by the control unit 19 of the folding door system 1. Such a wind load control has the meaning that the folding doors 2, 3 remain in the closed position even in the presence of strong gusts of wind and are not pressed by the wind. In particular, it is provided that the in FIG. 18 shown flowchart in the control unit every ten milliseconds.

For the wind load control it is assumed that the folding door system 1 is in the closed position. If it should now be detected by means of the position sensor that the folding wing doors 2, 3 are not in the closed position, this must have been caused by a gust of wind. Alternatively, this can also be done by a manually applied force on the folding door system 1. In both cases, however, is undesirable that the folding doors 2, 3 open. Thus, the wind load control is implemented such that it tries to minimize a deviation of the door position of the folding doors 2, 3 from the target position, that is, from the closed position.

To determine the door position, as previously described, the position sensor is used. The position sensor is in particular an incremental encoder which is arranged on a motor shaft of the drive unit 4. In order to be able to perform a sufficiently accurate position determination, the incremental encoder has a resolution of between 3,000 and 35,000, preferably between 5,000 and 30,000, particularly preferably between 7,500 and 2,000 pulses per travel path between the open position and the closed position of the folding door system 1. With such a resolution it is ensured that the positions of the first folding door 2 and the second folding door 3 are reliably detectable.

The wind load regulation, as in FIG. 18 3 substantially comprises three rule complexes which are initialized by a first step S21, a fourth step S24, and a sixth step S26. These rule complexes have different tasks, which are described in detail below:

After an initialization step S20, a query is made in the first step S21 as to whether the folding door unit 1 has opened by more than a predefined limit value within a predefined period of time. It is the predefined period, in particular the cycle time, thus preferably ten milliseconds. The predefined limit value is advantageously 20, particularly advantageously 43, pulses of the incremental encoder. If such an opening is detected, then the second step S22 is continued. In the second step S22, a power output to the drive unit 4 and causing a closing force on the folding doors 2, 3 is increased. In particular, the power is an electrical power, wherein the electrical voltage is preferably constant. Thus, the regulation of the power via the current takes place. Therefore, it is particularly preferably provided that in the second step S22 the current delivered to the drive unit 4 is increased. The increase is advantageously 500 mA.

With the increased current, the drive unit 4 generates an increased closing force acting on the first folding door 2 and on the second folding door 3. This closing force causes on the one hand a locking force when the folding door unit 1 is in the fully closed position, on the other hand, the closing force causes closing of open by gusts winds 24, 25 of the folding door system 1. In a subsequent third step S23 finally a time counter is started, the in particular 15 minutes.

The first rule complex, which is initiated by the first step S21, ensures that in repeated gusts no repeated opening of the folding door system 1 occurs. Thus, in the first step S21, it is determined whether there is a strong wind gust, since only a strong gust of wind allows the large opening within the short time. If a strong gust of wind is detected, then it can be assumed that this strong gust of wind is followed by further gusts of wind, which usually have at most the same magnitude as the wind gust initially recorded. Thus, by increasing the current delivered to the drive unit 4, the folding door unit 1 can remain in a closed position, even if subsequent wind gusts act on the folding doors 2, 3. The starting of the counter in the third step S23 allows a gradual reduction of the current increased in the second step S22. This reduction is the subject of the second rule complex, which is initiated with the fourth step S24.

If the query is denied in the first step S21 or the third step S23 has been carried out successfully, it is queried in the fourth step S24 whether the time counter has been started. If this is the case, the fifth step S25 is executed at regular intervals. The regular intervals are in particular every three minutes. Finally, in the fifth step S25, the current increased in the second step S22 is lowered, in particular by 100 mA each time. Subsequently, the process proceeds to the sixth step S26. This is preferably repeated five times, so that after 15 minutes, the time counter is running, the increased current is lowered five times by 100 mA. After the 15 minutes, the current increased in the second step S22 is thus completely reduced again. In this way, an overload of the drive unit 4 is avoided in particular.

The third rule complex is initiated with the sixth step S26. In the sixth step S26, it is determined whether the folding doors 2, 3 have a deviation from the fully closed position. Such a deviation is, as already described above, generated in particular by a wind load or by a manual force on the wings 24, 25 of the folding door system 1. Since the folding door unit 1 should remain in the fully closed position, such a deviation is undesirable.

If a deviation is detected, then the seventh step S27 is continued. In the seventh step S27, the current that is output to the drive unit 4 is increased. The increase is in particular linear to the deflection of the folding doors 2, 3 from the fully closed position. Thus, a p-controller is implemented. The current to be delivered to the drive unit 4 is therefore calculated in particular according to the following scheme: new current = previous current + deviation of the folding wing doors 2, 3 from the closed position x control factor. In this way, it is reacted directly to the action of wind power on the folding door system 1, so that it is ensured that the folding door system 1 is pressed by the wind load only in very few cases, since such pressing by the control according to the seventh step S27 effectively prevented becomes.

By the regulation in the seventh step S27, it may happen that a power output to the drive unit 4 exceeds a rated power of the drive unit 4. In this way, in particular, the output current exceeds a predetermined maximum rated current. This is checked in an eighth step S28. If the maximum rated current is exceeded, then the ninth step S29 is continued. If, on the other hand, there is no overshoot, the process is ended with the termination step S30.

In the ninth step S29, the current applied in the seventh step S27 is lowered to the drive unit up to the maximum rated current. This is done in particular within a predetermined period, which is advantageously ten seconds. The short overload of the drive unit ensures that the folding door unit 1 remains in the closed position even in the case of strong gusts of wind. However, it is not, as is the case in the prior art, to use a drive unit 4 with high maximum rated power, but it can also be a drive unit 4 with low maximum rated power due to the monitoring of the power delivered to the drive unit 4 in the eighth step S28 be used. Since a spatial dimension of the drive unit 4 usually increases with increasing nominal power, it is thus possible to use a small and compact drive unit 4. Thus, a delicate folding door system 1 can be realized, which nevertheless has a sufficiently high-performance wind load control, so that the folding door unit 1 remains in the closed position even in the presence of strong gusts of wind.

The Fig. 19 shows finally traversing curves of the folding door 1 during an opening and closing of the folding doors 2, 3. The upper diagram shows a speed profile, while the lower diagram represents a profile of the acceleration. In both diagrams, a position of the folding doors 2, 3 is shown on the abscissa axis, that is, a position of the movable end 38 on the running rail 8. This means that at a left limit the folding door system 1 is completely closed, while the folding door 1 at a right limit on the abscissa axis is fully opened. The coordinate axes of the diagrams show a velocity in the upper diagram and an acceleration of the folding-wing doors 2, 3 in the lower diagram. If the folding door system 1 is opened, then the folding doors 2, 3 behave according to the upper curve of the diagrams. If the folding door system 1 is closed, however, the folding doors 2, 3 behave in accordance with the lower curves of the diagrams. The illustrated profiles of speed and acceleration allow rapid opening of the folding door, while avoiding both opening and closing vibrations within the folding door system 1. Due to the reduction of the vibrations lowering of the wings 24, 25 of the folding door system 1 is minimized, so they can have a small distance to a floor. Thus, a thermal insulation is increased. At the same time allow the reduction of vibrations and the resulting minimum lowering of the folding doors 2, 3 to realize a large opening width. In particular, a maximum opening width of 2,400 millimeters is made possible in this way. This means that when using four wings 24, 25, as in FIG. 1 was shown, each wing has a width of 60 millimeters.

Out FIG. 19 It can be seen that the wings 24, 25 of the folding door system 1 from the drive unit to open the folding doors 2, 3 can be accelerated. In this case, after a travel of a maximum of one third, preferably of a maximum of a quarter, of the total travel path of the folding doors 2, 3 reached a maximum acceleration.

So a quick opening of the folding door system 1 is realized. After reaching the maximum acceleration, the acceleration is lowered by the control unit 19, wherein the reduction is particularly linear. It is provided that the acceleration before reaching the last quarter, in particular before reaching the last third of the maximum travel of the folding doors 2, 3 is lowered to zero.

Within the last quarter or within the last third of the travel of the folding doors 2, 3 finally a deceleration of the wings 24, 25. For this purpose, a negative acceleration applied to the folding doors 2, 3, wherein the maximum negative acceleration in particular by 50 percent higher than the maximum positive acceleration of the folding doors 2, 3 is. The thus rapid deceleration of the wings 24, 25 allows a smooth reaching the end stop in the open position.

It can be seen that in this way a very fast opening of the folding door system 1 is made possible, so that a user who wants to pass through the folding door system 1, not only on the opening operation of the folding doors 2, 3 must wait.

If the folding door system 1 is closed, then a maximum closing speed of the folding doors 2, 3 is at most half the maximum opening speed of the folding doors 2, 3. Thus, in particular a monitoring of the closing operation is possible because the reduced speed when closing the folding door system 1 monitoring the closing movement allowed. Therefore, when detecting an obstacle within the travel path of the folding wing doors 2, 3, the folding door unit 1 can stop and / or reverse the wings 24, 25, which enables a very safe operation of the folding door unit 1.

In addition to the described movement of the folding wing doors 2, 3 when opening and closing the folding door 1, the first frame 10 and the second frame 11 is relevant for determining a maximum opening width of the folding door system 1. Therefore, a vertical profile element 12 of the first frame 10 or second frame 11 in the center of gravity a first principal moment of inertia between 30,000 mm ⁴ and 60,000 mm ⁴ , preferably 48,470 mm ⁴ on. A second principal moment of inertia is between 60,000 and 80,000 mm ⁴ mm ^4, preferably 73 570 mm. ⁴ Finally, a polar moment of inertia is between 120,000 mm ⁴ and 130,000 mm ⁴ , preferably 122,041 mm ⁴ .

Alternatively, the vertical profile element 12 of the first frame 10 or the second frame 11 in the center of gravity on a first principal moment of inertia between 20,000 mm ⁴ and 40,000 mm ⁴ , preferably of 31,934 mm ⁴ on. A second principal moment of inertia is between 50,000 mm ⁴ and 80,000 mm ⁴ . preferably 65.389 mm ⁴ . Finally, a polar moment of inertia of between 85,000 mm ⁴ and 110,000 mm ⁴ , preferably 97,324 mm ⁴ .

A horizontal profile element 13 of the first frame 10 or the second frame 11 has a first principal moment of inertia between 85,000 mm ⁴ and 120,000 mm ⁴ , preferably of 102,266 mm ⁴ , in the center of gravity. A second principal moment of inertia is between 85,000 mm ⁴ and 120,000 mm ⁴ . preferably 103,497 mm ⁴ . Finally, a polar moment of inertia is between 150,000 mm ⁴ and 250,000 mm ⁴ . preferably 205.763 mm ⁴ .

By such area moments of inertia lowering of the frame is minimized even when inserted filling element. In order to achieve a further minimization of the reduction, the guide rail is made of a material with a modulus of elasticity at 20 ° C between 60 MPa and 80 MPa, preferably 70 MPa. The modulus of elasticity is determined according to EN ISO 6892-1: 2009. A shear modulus of the material of the guide rail 8, which can be determined in particular according to DIN 53445, is between 10 MPa and 40 MPa, preferably 27, at 20 ° C. MPa. Thus, a very rigid frame 10, 11 is present around the filling element 22, so that a lowering of the first wing 24 or the second wing 25 and thus in the first folding door 2 or the second folding door 3 is minimized.

In this way, in particular a maximum opening width of 2,400 millimeters can be realized, wherein a maximum lowering of the folding doors 2, 3 over the entire travel between closed position and open position is a maximum of four millimeters. This allows a sufficiently high gap seal between a lower edge of the folding doors 2, 3 and a folding wing door system 1 receiving soil.

The folding door system 1 continues to operate very quietly. This is achieved in that the transmission and emission of structure-borne noise in the individual components of the folding door 2 is minimized. Thus, in particular, the roller body 16 of the rollers 14, 15 has a modulus of elasticity at 20 ° C between 2,700 MPa and 3,100 MPa, preferably 2,900 MPa. Furthermore, the roll body 16 at 20 ° C has a density between 1.10 g / cm ³ and 1.70 g / cm ³ , preferably 1.42 g / cm ³ . The elastic modulus is determined according to ISO 527. The density is determined according to ISO 1183.

The running surface 18 of the guide rail 8 has a modulus of elasticity at 20 ° C between 60 MPa and 80 MPa, preferably of 70 MPa. Furthermore, the tread 18 at 20 ° C, a shear modulus between 10 MPa and 40 MPa, preferably 27 MPa on. Finally, a density in the tread 18 at 20 ° C. is between 3 g / cm ³ and 5 g / cm ³ , preferably 2 g / cm ³ . Here, the modulus of elasticity is determined according to EN ISO 6892-1: 2009. The shear modulus is determined according to DIN 53445, the density in turn according to ISO 1183.

Since both the modulus of elasticity and the shear modulus and the density are relevant for the transmission of structure-borne noise, the choice of these parameter ranges ensures a minimum propagation of structure-borne noise within the folding-wing door system 1. Thus, a low noise emission during operation of the folding door 1 is present.

The main body 26 of the carriage 9 has a modulus of elasticity at 20 ° C between 2,500 MPa and 2,900 MPa, preferably from 2,700 MPa. A shear modulus of the main body 26 is at 20 ° C between 600 MPa and 900 MPa, preferably 750 MPa. Finally, the density of the main body 26 at 20 ° C. is between 1.10 g / cm ³ and 1.70 g / cm ³ , preferably 1.39 g / cm ³ . The modulus of elasticity is again determined according to ISO 527, the shear modulus according to DIN ISO 1827: 2010-07. The density is again determined according to ISO 1183. Thus, a poor structure-borne sound propagation within the body 26 and thus within the entire carriage 9 is present, whereby also here the noise emissions are minimized.

The roller surfaces 17 of the rollers 14, 15 have a surface roughness Rz between 5.0 microns and 7.0 microns, preferably of 3.0 microns. In particular, the entire roller body 16 has such a surface roughness. Thus, a low energy loss in a rolling of the roller surfaces 17 on the tread 18 is present, whereby a quiet run is realized. Likewise, the energy loss and the wear and thus the acoustic emission is reduced by the surface hardness of the roller body 16, in particular the roller surface 17 of the rollers 14, 15, measured according to Rockwell scale R between 100 and 140, preferably 120. In particular, the surface hardness is thus according to Rockwell scale M 92.

The running surface 18 preferably has a groove, wherein the groove is oriented parallel to a direction of displacement of the carriage 19. Under scoring is a regular, wavy pattern on the surface of Tread 18 to understand. The scoring has a surface roughness Ra measured in the longitudinal direction of 0.05 to 1.0, preferably 0.5. Thus, from the side of the tread 18 low noise emission due to low energy loss is realized.

In order to obtain a safe rolling of the rollers 14, 15 on the running surface 18 and to avoid a jumping of the carriage 9 on the guide rail 8, a static surface pressure between a roller surface 17 of the rollers 14, 15 and the running surface 18 between 8 N / mm ² and 12 N / mm ² , preferably 10 N / mm ² .

The travel speed of the carriage 9 with respect to the guide rail 8 is between 10 cm / s and 100 cm / s, preferably between 10 cm / s and 75 cm / s, more preferably between 10 cm / s and 50 cm / s. Since the friction is fundamentally dependent on the speed, a friction and thus a loss energy and thus also a noise emission can be minimized by these values. This again ensures that a very quiet operation of the folding door 1 is present.

Finally, the main body 26 of the carriage 9 is very solid and compact, which noise is avoided. Thus, a length of the main body 26 is between 40 mm and 80 mm, preferably 60 mm. A width of the base body 26 is between 15 mm and 20 mm, preferably 18 mm. A height of the base body 26 is between 10 mm and 15 mm, preferably 13 mm. The attached to the base body 26 vertical rollers 15 have a radius between 75 mm and 125 mm, preferably of 100 mm.

The connection between the vertical roller 15 and the main body 26 via an axis 65. The axis 65 has a modulus of elasticity at 20 ° C between 150 MPa and 250 MPa, preferably of 200 MPa. A shear modulus at 20 ° C of the axis 65 is between 70 MPa and 90 MPa, preferably 81 MPa. Finally, a density of the axis 65 at 20 ° C between 5.0 g / cm ³ and 10.0 g / cm ³ , preferably 7.9 g / cm ³ . The modulus of elasticity is determined according to EN ISO 689-1: 2009, the shear modulus according to DIN 53445 and the density according to ISO 1183.

Thus, in the entire composite of the carriage 9, that is, in the roller body 16, the axis 65 and the base body 26 a propagation of structure-borne noise is minimized. Very quiet operation is therefore ensured.

Finally, it is prevented that a flattening of the rollers 14, 15 leads by long service life to the generation of noise. Thus, a flattening of the rollers 14, 15, in particular the vertical rollers 15, after eight hours of support on a flat surface and load with a test load of 200 N is a maximum of 0.20 mm, preferably a maximum of 0.12 mm. This slight flattening ensures that it does not lead to a non-circular run of the rollers 14, 15, when the folding door 1 has a long service life.

A water absorption of the roller body 16 after immersion in water of 23 degrees is between 0.1 and 0.5, preferably 0.3. A water absorption of the roller body 16 after storage at 50 percent relative humidity is between 1.2 and 1.6, preferably 1.4. The water absorption is determined according to ISO 62. In particular, the method 1 (immersion in water of 23 degrees) and the method 4 (storage at 50 percent relative humidity) is used. These values ensure that an increase in volume of the rollers 14, 15 does not lead to a non-circular run when water is absorbed and thus to noise.

The folding wing doors 2, 3 have a maximum heat transfer coefficient U _D of 3.0 W / (m ² K). In particular, the maximum heat transfer coefficient U _{D is} a maximum of 1.7 W / (m ² K). Thus takes place low heat transport through the folding door 1, so that the folding door 1 is suitable for delimitation of a warm area of a cold area.

The frame 10, 11 of the folding wing doors 2, 3 is in particular made of a material which comprises a heat transfer coefficient U _D between 2.0 W / (m ² K) and 4.0 W / (m ² K). The filling element 22 of the folding wing doors 2, 3 comprises a material with a heat transfer coefficient U _D between 0.5 W / (m ² K) and 1.5 W / (m ² K), preferably of 1.0 W / (m ² K ). With these values, the previously mentioned low heat transport through the folding door system 1 is made possible.

As already described above, both the first frame 10 and the second frame 11 in the vertical profile elements, 12 thermal separations 31. The thermal separations 31 are, in particular, insulation webs, the thermal separations 31 being made of a material with a heat conduction coefficient of between 0.1 W / (m ² K) and 0.3 W / (m ² K), preferably of 0.2 W / ( m ² K). A modulus of elasticity of the thermal separation 31 is between 400 MPa and 3,000 MPa at 20 ° C., the modulus of elasticity being measured in particular according to DIN 53457. Finally, it is provided that the thermal separation 31 is a material with a coefficient of linear expansion between 0.10 mm / (m K) and 0.25 mm / (m K), preferably between 0.15 mm / (m K) and 0.20 mm / (m K). Thus, sufficient thermal insulation is ensured by the thermal separation 31, whereby the heat transfer through the first frame 10 and the second frame 11 is minimized.

Furthermore, the filling element 22 comprises a material having a coefficient of thermal conduction between 0.60 W / (m ² K) and 0.90 W / (m ² K), preferably of 0.76 W / (m ² K). An elastic modulus of the filling element 22 is between 50 GPa and 90 GPa, preferably 70 GPa, at 20 ° C. Finally, it is provided that the filling element 22 comprises a material with a coefficient of linear expansion of 0.01 mm / (m K). Thus, the heat transport through the filling element 22 is minimized.

The filling element 22 is connected via an adhesive to the first frame 10 and the second frame 11. The adhesive has a tensile strength of between 1.0 N / mm ² and 2.5 N / mm ² , preferably of 1.8 N / mm ² . The tensile strength can be determined in particular according to ISO 527.

In order to seal a gap between the folding wing doors 2, 3 and a floor or the guide rail 8, the folding door system 1 has seals in the form of brushes. These brushes seal the gap between the folding door 2, 3 and floor or guide rail 8. The seals in the form of brushes have a trim which has a bristle length between 12 mm and 20 mm, preferably 15.9 mm. A base body of the brushes comprises a round base body, which in particular has a diameter between 2.0 mm and 4.0 mm, preferably of 2.9 mm. In this way, a secure and adequate sealing of a gap between folding door 2, 3 and bottom or guide rail 8 is possible. A heat transfer through this gap is therefore almost prevented.

Finally, a thermal bridge addition between the filling element 22 and the first frame 10 or the second frame 11 is between 0.050 W / (m ² K) and 0.060 W / (m ² K), preferably 0.056 W / (m ² K). Also, a thermal bridge addition between the first frame 10 and the second frame 11 and a frame receiving wall is between 0.050 W / (m ² K) and 0.060 W / (m ² K), preferably 0.056 W / (m ² K). With these low heat back surcharges is effectively avoided that thermal bridges are generated by the installation of the folding door system 1. Thus, the heat transfer is reduced by the folding door system 1 here, too.

LIST OF REFERENCE NUMBERS

1

Faltflügeltüranlage

2

first folding door

3

second folding door

4

drive unit

5

transmission

6

change device

7

linkage

8th

guide rail

9

carriage

10

first frame

11

second frame

12

vertical profile element

13

horizontal profile element

14

horizontal caster

15

vertical caster

16

Roller body of the rollers

17

Roller surface of the rollers

18

Running surface of the guide rail

19

control unit

20

first hinge body

21

second hinge body

22

filler

23

monitoring unit

24

first wing

25

second wing

26

Main body of the carriage

27

bolt

28

suspension

29

Through opening

30

camp

31

thermic separation

32

first outer surface

33

second outer surface

34

sealing element

35

Base region of the sealing element

36

first sealing region of the sealing element

37

fixed end of the folding door

38

Moving end of the folding door

39

first leg of the sealing area

40

second leg of the sealing area

41

second sealing region of the sealing element

42

Hinterschneidungselement

43

groove

44

fastening web

45

strip web

46

threaded hole

47

mounting groove

48

fastener

49

counter-element

50

clamping element

51

chamber

52

first sleeve-shaped area

53

second sleeve-shaped area

54

door bolt

55

undercut

56

Inner surface of the sleeve-shaped area

57

obstacle sensor

58

Projection of the sensor field

59

sensor field

60

first area

61

second area

62

activation area

63

first entrance area

64

second entrance area

65

axis

66

mounting screws

Claims (15)

Folding door system (1), comprising - at least one folding door (2, 3), - At least one drive unit (4) for moving the folding door (2, 3), and - a carriage (9) with a base body (26) and a plurality of rollers (14, 15), - wherein the folding door (2, 3) is connected to the carriage (9) such that the folding door (2, 3) on the carriage (9) is mounted on a guide rail (8), so that a roller body (16) of the rollers (14, 15) roll on a running surface (18) of the guide rail (8), - wherein the roller body (16) has a modulus of elasticity at 20 ° C between 2700 MPa and 3100 MPa, preferably of 2900 MPa, - wherein the roller body (16) has a density at 20 ° C between 1.10 g / cm ³ and 1.70 g / cm ³ , preferably of 1.42 g / cm ³ , wherein the running surface (18) has a modulus of elasticity at 20 ° C between 60 MPa and 80 MPa, preferably of 70 MPa, - wherein the tread (18) has a shear modulus at 20 ° C between 10 MPa and 40 MPa, preferably of 27 MPa, and - wherein the running surface (18) has a density at 20 ° C between 3 g / cm ³ and 5 g / cm ³ , preferably of 2 g / cm ³ . Folding wing door system (1) according to claim 1, characterized in that the base body (26) a modulus of elasticity at 20 ° C. between 2500 MPa and 2900 MPa, preferably of 2700 MPa, - Has a shear modulus at 20 ° C between 600 MPa and 900 MPa, preferably of 750 MPa, and a density at 20 ° C between 1.10 g / cm ³ and 1.70 g / cm ³ , preferably of 1.39 g / cm ³ . Folding wing door system (1) according to one of the preceding claims, characterized in that a roller surface (17) of the rollers (14, 15), in particular the entire roller body (16), a surface roughness Rz between 5.0 and 7.0, preferably from 6 , 3, has. Folding wing door system (1) according to one of the preceding claims, characterized in that a roller surface (17) of the rollers (14, 15), in particular the entire roller body (16), a surface hardness according to Rockwell scale R between 100 and 140, preferably 120 has. Folding wing door system (1) according to one of the preceding claims, characterized in that the running surface (18) at least partially a grooving, in particular substantially parallel to a direction of displacement of the carriage (9), wherein the grooving a surface roughness Ra from 0.05 to 1.0, preferably of 0.5. Folding-wing door system (1) according to one of the preceding claims, characterized in that a static surface pressure between a roller surface (17) of the rollers (14, 15) and the running surface (18) between 8 N / mm ² and 12 N / mm ² , preferably 10 N / mm ² . Folding-wing door system (1) according to one of the preceding claims, characterized in that a travel speed of the carriage (9) with respect to the guide rail (8) between 10 cm / s and 100 cm / s, preferably between 10 cm / s and 75 cm / s, more preferably between 10 cm / s and 50 cm / s. Folding-wing door system (1) according to one of the preceding claims, characterized in that - Is a length of the base body (26) between 40 mm and 80 mm, preferably 60 mm, and / or - A width of the base body (26) between 15 mm and 20 mm, preferably 18 mm, is, and / or - A height of the base body (26) between 10 mm and 15 mm, preferably 13 mm. Folding wing door system (1) according to any one of the preceding claims, characterized in that the carriage (9) comprises at least one horizontally arranged roller (14) and at least one vertically arranged roller (15), wherein a diameter of the horizontally arranged roller (14) is larger as a diameter of the vertically arranged roller (15). Folding wing door system (1) according to claim 9, characterized in that the horizontally arranged roller (14) on a bolt (27) is mounted, wherein the bolt (27) through a through hole (29) of the base body (26) is guided, and wherein on the bolt (27) the folding door (2, 3) is fixed. Description- * Wing of the folding door adjustable in height by bolts Folding-wing door system (1) according to one of claims 9 or 10, characterized in that the vertically arranged roller (15) and / or the horizontally arranged roller (14) have a roller surface (17) which rolls on the running surface (18), and in particular has a radius between 75 mm and 125 mm, preferably of 100 mm. Folding-wing door system (1) according to one of the preceding claims, characterized in that the roller body (16) is mounted on an axle (65) of the roller (14, 15), wherein the axle (65) a modulus of elasticity at 20 ° C between 150 MPa and 250 MPa, preferably of 200 MPa, has a shear modulus at 20 ° C between 70 MPa and 90 MPa, preferably of 81 MPa, and a density at 20 ° C between 5.0 g / cm ³ and 10.0 g / cm ³ , preferably of 7.9 g / cm ³ , having. Folding wing door system (1) according to one of the preceding claims, characterized in that a water absorption of the roller body (16) after immersion in water of 23 ° C between 0.1% and 0.5%, preferably 0.3%. Folding wing door system (1) according to one of the preceding claims, characterized in that a water absorption of the roller body (16) after storage at 50% relative humidity between 1.2% and 1.6%, preferably 1.4%. Folding wing door system (1) according to one of the preceding claims, characterized in that a flattening of the rollers (14, 15) after 8 hours resting on a flat surface and load with a test load of 200 N maximum 0.20 mm, preferably at most 0.12 mm, is.

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