Patent Grant
6918157
The present invention relates to a door rail structure for automatic doors and for other types of doors.
In conventional rails for doors, the track rail body on which the door wheels run and the load support member which attaches the rail body to a building are formed in a single piece, and these rails were installed in the buildings via this load support member by engaging devices such as bolts. These rails for doors are made of material which is harder than materials for wheels of the doors to avoid wear, and generally, extruded aluminum materials and steel materials are used.
However, regarding the above-mentioned conventional rails for doors, in the case that the track rail body which directly contacts the door wheels need be replaced, because the entire track rail including load support member must be replaced, there were disadvantages not only in that the replacement task became large-scaled, but also in that the cost for the replacement was also high.
There was also a disadvantage in that doors with this type of rail structure are not appropriate for use, particularly in wards where the quietude is required such as hospitals, residential areas, offices, etc., because vibrations made by the running of the door wheels are directly transmitted through to the building.
This invention was made in order to overcome these disadvantages, and objects of the inventions are to make replacing the track rail body more efficient and to lower the cost. In addition, an object of the invention is to avoid the vibrations made by the running door wheels being transmitted through to the building, etc.
In order to solve the above-mentioned problems, the rail structure for doors, according to the first aspect, has characteristics that the rail structure comprises a track rail body which supports wheels which art attached to doors so that the wheels can freely run, a load support member which extends along the above-mentioned track rail body and supports the track rail body from the bottom thereof, and track rail body is replaceably disposed on load support member. The present invention is described with respect to suspended doors, however, this does not exclude other types of doors. A load support member can be made of plural materials, or the entire part can be formed in a single piece as long as the load support member supports the track rail body and conveys the load to the building, etc. By constructing it in this way, it is possible to replace only the track rail body without replacing the load support member.
As explained above, by the invention according to the first aspect, by dividing the track rail into the track rail body and the load support member, and by replaceably attaching the track rail body to the load support member, because the replacement of only the track rail body becomes possible, the replacement of the load support member becomes unnecessary, the replacing operation of the track rail body in the case in which it is worn becomes easy, and the cost for replacement is decreased. Furthermore, by separating the load support member and the track rail body, both can respectively be made of different materials, and it is possible to choose a suitable material for each function.
Also, the rail structure for doors, according to the second aspect, has characteristics that a convexo-concave fitting part is formed on the bottom surface of the track rail body and on the upper surface of the load support member. The concave part is formed on either side on the track rail body or on the load support member, and the convex part is formed on the other side.
By constructing it in this way, easy assembly and easy replacement of the track rail body is possible.
By the invention according to the second aspect, in addition to the effect of the first aspect, because the connection of the load support member and the track rail body is made by the fitting device, the assembly and the replacement of the track rail body can be easily performed.
Also, the rail structure for doors, according to the third aspect, has characteristics that cushion member which absorbs vibrations from the track rail, is disposed between the track rail body and the load support member. By constructing it in this way, even if vibrations occur when the door wheels run on the track rail body, the vibrations are not transmitted to the building side via the load support member, or are decreased because the vibrations are absorbed by the cushion member.
By the invention according to the third aspect, in addition to the effects of the first and the second aspects, by putting the cushion member between the track rail body and the load support member, even if the wheels of the door run on the track rail and vibrations occur on the track rail body or vibrations are transmitted to the track rail body, because the cushion member absorbs the vibration, the vibration is not transmitted to the building side via the load support member or the vibration decreases.
Also, the rail structure for doors, according to the fourth aspect, has characteristics that the convex part which extends along the continuing direction of the track rail body on either of the bottom surface of the track rail body or the upper surface of the load support member, the groove-shaped concave part which extends along the continuing direction of the track rail body is formed on the other surface, thus the convexo-concave fitting part is formed, an interface of surfaces, in addition to the convexo-concave fitting part, is formed which are facing each other between the bottom surface of the track rail body and the upper surface of the load support member, and the cushion member is put between the track rail body and the load support member, respectively in the convexo-concave fitting part and the interface of surfaces. The convex part and the concave part, however, extend in the continuing direction of the track rail, they do not necessarily continuously extend over the entire length of the track rail. That is, there can be one or plural parts in which the convex part and the concave part are discontinuous within the entire length of the track rail. By constructing it in this way, it is possible to make the load support member fully support the load of the door via the cushion member, and it is possible to increase the damping of vibrations between the load support member and the track rail body.
By the invention according to the fourth aspect, in addition to the effect of the first through the third aspects, by putting the cushion member in the interface of surfaces rather than in the convexo-concave fitting part of the load support member and the track rail body, the load support member can fully support the load of the door via these cushion members, and the effect of damping vibrations between the load support member and the track rail body can further be enhanced.
Also, the rail structure for doors, according to the fifth aspect, has characteristics that, of the concave part, the width dimension B of the middle part in the depth direction of a groove is larger than the width dimension A of the margin of a groove, and the side face of the groove is made to form a circular section, while the convex part is made to form a section corresponding to the concave part, the width dimension C of the middle part in the height direction is larger than the width dimension D of a neck part, the side face of the convex part forms a circular section, the width dimension C is smaller than the width dimension A, the cushion member which is made of elastically deformable board-shaped material, and the thickness dimension E is larger than half the dimension of the difference between the width dimension A and the width dimension C. The cushion member is put in the convexo-concave fitting part formed by the concave part and the convex part, so the fact that the cushion member is elastic so that its thickness is smaller than the half the dimension of the difference between the width dimension A and the width dimension C, is inferable from the fact that the cushion member is put between the track rail body and the load support member in the convexo-concave fitting part according to the fourth aspect. By constructing it in this way, at the time of the fitting of the convexo-concave fitting part between the track rail body and the load support member, the disconnection of the track rail body from the load support member is avoided thanks to the retention of the convex part inside the concave part by elastic deformation of the cushion member and the snap action which is accompanied by the recovery of the elastic deformation.
By the invention according to the fifth aspect, in addition to the effect of the first through the fourth aspects, by specifying the dimension of width of the margin of the concave part in the convexo-concave fitting part and the maximum dimension of width of the middle part of the height direction of the convex part, at the time of fitting of the convexo-concave fitting part, because the convex part is retained in the concave part by the elastic deformation with the snap action accompanied by its recovery, the derailing of the track rail from the load support member is prevented.
Also, the rail structure for doors, according to the sixth aspect, has characteristics that, the thickness dimension E of the cushion member is made to be equal to or larger than half the dimension of the difference between the width dimension B and the width dimension C. By constructing it in this way, the convex part makes no movement inside the concave part of the convexo-concave fitting part, because the convex part is retained closely in the concave part, the load support member and the track rail body can be securely attached.
By the invention according to the sixth aspect, in addition to the effect of the first through the fifth aspects, by arranging the thickness of the cushion member to be equal to or larger than the thickness of the dimension of the gap between the convex part and the concave part, the convex part makes no movement inside the concave part, and thus, the convex part is closely retained, so that the load support member and the track rail body are securely assembled.
Also, the rail structure for doors according to the seventh aspect, has characteristics that, the convex part which extends along the continuing direction of the track rail body is formed on the upper surface of the track rail body, and the concave part which is engaged with the convex part on the upper surface of the track rail body, on the outer surface of the wheels. By constructing it in this way, the derailing of the door wheels from the track rail body can be avoided. Also, backward leaning in the continuing direction of the track rail body can be restricted.
Also, the rail structure for doors, according to the eighth aspect, has characteristics that, the concave part which extends along the continuing direction of the track rail is formed on the upper surface of the track rail, and the convex part which is engaged with the concave part on the upper surface of the track rail body, on the outer surface of the wheels. By constructing it in this way, the derailing of the door wheels from the track rail body can be avoided.
By the invention according to the eighth aspects, by forming the concave part and the convex part, both of which are engaged with each other on the upper surface of the track rail body and the outer surface of the wheels of the door, the derailing of the wheels from the track rail body can be prevented. Particularly in the invention according to the seventh aspect, because the convex part is formed on the upper surface of the track rail body, the leaning backward of the track rail toward the continuing direction can be restricted.
Also, the rail structure for doors, according to the ninth aspect, has characteristics that, either the track rail body or the wheel is made of material with greater hardness than the other. By constructing it in this way, it is possible to specify the part made of material with greater hardness between the track rail body and the wheels as the material for less frequent replacement.
By the invention according to the ninth aspect, in addition to the effect of the first through the eighth aspects, by constructing either the track rail body or the wheels from a material having greater hardness than the other, the member having greater hardness, i.e., either the track rail body or the wheels, can be specified as that for less frequent replacement.
Preferred embodiments of the rail structure according to the present invention will be explained with reference to
First Embodiment
First preferred embodiment of the rail structure according to the present invention will be explained with reference to FIG. 1 and FIG. 2.
Although the load support member 2 is made of extruded aluminum material, the load support member 2 can be made of other metals or synthetic resins, for example, acrylic resin, vinyl chloride, etc. Also, although the load support member 2 is made in a single piece of member, the load support member 2 can be made by connecting plural parts. Regarding this load support member 2, on the upper surface on which the track rail body 3 is carried, along the continuing direction of the track rail body 3, the concave part 2a is formed to be groove-shaped, and on both sides of this concave part 2a, a flat part 2b is formed. This concave part 2a has a shape such that the width of the middle part in the depth direction is expanded. That is, the margin of the concave part 2a, in other words, the width dimension B of the middle part in the depth direction of the groove is larger than the width dimension A of both sides of the open top mouth part of the groove which comprises the concave part 2a, and side surface of the groove is in a circular section of concave shape.
Also, although the track rail body 3 is made of extruded aluminum material, the track rail body 3 can also be made of other metals, for example various steel materials such as austenite stainless steel material, martensitic stainless steel material, flat-rolled steel material, carbon steel material as well as copper alloys, etc or synthetic resins. On the bottom surface of the track rail body 3, a convex part 3a which extends along the continuing direction of the track rail body 3 is formed, and a flat part 3b is formed on both sides of this convex part 3a. The convexo-concave fitting part 8 is formed by the concave part 2a of the load support member 2 and the convex part 3a of the track rail body 3. The cross sectional shape of the convex part 3a is corresponding to the concave part 2a, of which the width dimension C of the middle part of the height direction is larger than the width dimension D of the neck part located in an upper position, the side face of the convex part 3a is in the form of a convex circular section. Furthermore, the width dimension C is smaller than the width dimension A, and between the concave part 2a and the convex part 3a, a gap space with generally uniform thickness in cross section is formed.
Also, the upper surface of the track rail body 3 is the convex part 3c which protrudes to the upper side in circular cross section, and this convex part 3c extends in the continuing direction of the track rail body 3. This convex part 3c keeps the track rail body 3 from leaning backward in the continuing direction of the track rail body 3.
The thickness dimension E of the cushion member 7 is larger than half the dimension of the difference between the width dimension A and the width dimension C; therefore, the cushion member 7 is accompanied with compressive deformation at the time of the insertion of the convex part 3a into the concave part 2a. Also, because the thickness dimension E of the cushion member 7 is equal to or larger than half the dimension of the difference between the width dimension B and the width dimension C, the cushion member 7 in the compressed state is filled, with no gap, between the concave part 2a and the convex part 3a when the convex part 3a is fit to the concave part 2a.
The cushion member 7 is formed with a cross sectional shape like that of “Ω” in advance as shown in FIG. 2. This cross sectional shape is made corresponding to the shape of the gap formed between the fitted concave part 2a of the load support member 2 and the convex part 3a of the track rail body 3. Then, before attaching the track rail body 3 to the load support member 2, the cushion member 7 is previously attached on the track rail body 3. In order to attach the cushion member 7 on the track rail body 3, it is only necessary that the cushion member 7 with the “Ω”-shaped section be fitted outside of the convex part 3a of the track rail body 3. Because the cushion member 7 is elastically deformable, this cushion member 7 is fitted to the convex part 3a with a round shape in cross section with a slight elastic deformation.
Next, the track rail body 3 is attached to the load support member 2 by fitting the convex part 3a to the load support member 2, while the cushion member 7 is fitted outside of the convex part 3a. At this time, because the dimension E of the cushion member 7 is larger than half the dimension of the difference between the width dimension A and the width dimension C, the convex part 3a is fitted in the concave part 2a while a part of the cushion member 7 is compressed. In the state that the convex part 3a is inserted inside the concave part 2a, the compression of the cushion member 7 is released, and the thickness of the cushion member 7 recovers until it is equal to the thickness of the gap between the convex part 3a and the concave part 2a, thus the convex part 3a is retained inside the concave part 2a. In this manner, by the snap action by the elastic deformation of the cushion member 7, the convex part 3a is inserted into the concave part 2a and this state is maintained. Therefore, the track rail body 3 does not easily disconnects from the load support member 2.
The door wheels 4 of the door 6 are made of deformable material, which is less hard than the track rail body 3, that is, they are made of soft resin material, for example, polyamide resin, polyacetal resin, ABS resin, polycarbonate resin, phenol resin, MC nylon, etc. In this way, because the track rail body 3 is made of material which is harder than the door wheels 4, it is possible for the track rail body 3 to suffer less wear than the door wheels 4, and the replacement of the track rail body 3 can be less frequent than the replacement of the door wheels 4.
However, the track rail body 3 is not necessarily free from being abraded, and the track rail body 3 may become worn after being used for a long time. Also, the track rail body 3 may sometimes break due to one cause or another, even without it being worn. In such a case, the track rail body 3 and the cushion member 7 can be detached from the load support member 2, and the track rail body 3 can be replaced. In this case, because the load support member 2 and the track rail body 3 are connected by the fitting of the concave part 2a and the convex part 3a, with the cushion member 7 in between the concave part 2a and the convex part 3a, the operations of attaching and detaching the track rail body 3 become easy, and replacement can be easily performed. Also, because the load support member 2 need not be replaced, the replacing operation becomes easy and the cost for replacement decreases.
Also, the concave part 4a which is formed in circular cross section is formed on all around the outer surface of the door wheels 4. This concave part 4a is formed corresponding to the convex part 3c on the upper surface of the track rail body 3, and the door wheels 4 roll and move while the door wheels 4 make the concave part 4a engage with this convex part 3c. By the engagement of the concave part 4a and the convex part 3c, the derailing of the door wheels 4 from the track rail body 3 is prevented.
In the rail structure for doors which is constructed as above, the cushion member 7 is positioned between the upper surface of the load support member 2 and the bottom surface of the track rail body 3, and thus the load support member 2 and the track rail body 3 are insulated from vibrations by the cushion member 7. Accordingly, even though the door wheels 4 of the door 6 run on the track rail body 3 and vibrations occur or are transmitted to the track rail body 3, because the cushion member 7 absorbs the vibrations, the vibrations are not transmitted to the member of building side 1 via the load support member 2, or the vibrations are damped.
Second Embodiment
Next, the second preferred embodiment of the rail structure for doors according to the present invention will be explained with reference to the drawings FIG. 3 and FIG. 4. The fact that the rail structure of the second preferred embodiment differs from that of the first preferred embodiment is only in the shape of the wheels and the shape of the track rail body; other structures and the relationships of the dimensions of each part are the same as in the first preferred embodiment, and therefore, identical reference numerals are attached to the identical parts, and the explanation thereof is omitted.
The convexo-concave shape of an engaged part of the door wheels 4 of the door 6 and the track rail body 3 in the second preferred embodiment is in opposite relationship to the convexo-concave shape of the engaged part in the first preferred embodiment. To explain in more detail, while in the first preferred embodiment, the upper surface of the track rail body 3 is made to be a circular section of the convex part 3c, and the outer surface of the door wheels 4 of the door 6 is made to be a circular cross section of the concave part 4a, in the second preferred embodiment, the upper surface of the track rail body 3 is a circular section of the concave part 3d, this concave part 3d extends in the continuing direction of the track rail body 3, and the convex part 4b which is in a circular cross section is formed on all around the outer surface of the door wheels 4.
Additionally, this convex part 4b is formed corresponding to the concave part 3d of the upper surface of the track rail body 3, and the door wheels 4 roll and move while engaging the convex part 4b with this concave part 3d. Also, in the second preferred embodiment, the derailing of the door wheels 4 from the track rail body 3 is prevented by the engagement of the convex part 4b and the concave part 3d.
Also, in the rail structure for doors in this second preferred embodiment, the same operational effects can be achieved as in the case of the first preferred embodiment.
Other Preferred Embodiments
The present invention is not limited to the embodiments described above. For example, in each embodiment described above, regarding the convexo-concave fitting part 8 of the track rail body 3 and the load support member 2, the convex part 3a is formed on the track rail body 3, and the concave part 2a is formed on the load support member 2, and thus the convexo-concave fitting part 8 is constructed; it is also possible for the convexo-concave fitting part to be constructed by forming the concave part on the track rail body 3, and at the same time, forming the convex part on the load support member 2.
Also, in each embodiment described above, although it is explained that the dimension E of width of the cushion member 7 is generally of uniform thickness, it is also acceptable for the thickness between the flat part 2b of the upper surface of the load support member 2 and the flat part 3b of the bottom surface of the track rail body 3 to be different from the thickness in the convexo-concave fitting part 8. In this case, the explanation of the thickness dimension E of the cushion member 7 in this invention and the embodiments described above shall be understood to be the dimension of the thickness in the convexo-concave fitting part 8.
Also, in each embodiment described previously, it is possible for the track rail body 3 to be made of a material having greater hardness than the door wheels 4 of the door 6, and the door wheels 4 are therefore replaced more frequently than the track rail body 3 is replaced so that the door wheels 4 will be the item to wear out first. Conversely, the door wheels 4 may be made of a material having greater hardness than the track rail body 3, and the track rail body 3 is replaced more frequently than the door wheels 4 are replaced so that the track rail body 3 will be the item to wear out first.
Also, in each embodiment described previously, although the cushion member 7 is placed between the load support member 2 and the track rail body 3, the invention will still be effective even if the cushion member 7 does not exist. In that case, although the effect of decreased vibration cannot be achieved by the cushion member 7, the effect that only the track rail body 3 can be replaced is possible.
In the present invention, by dividing the track rail into the track rail body and the load support member, and by replaceably attaching the track rail body to the load support member, because the replacement of only the track rail body becomes possible, the replacement of the load support member becomes unnecessary, the replacing operation of the track rail body in the case in which it is worn becomes easy, and the cost for replacement is decreased. Furthermore, by separating the load support member and the track rail body, both can respectively be made of different materials, and it is possible to choose a suitable material for each function.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2000-008827 | Dec 2000 | JP | national |
| 2001-016708 | Jan 2001 | JP | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP01/10158 | 11/21/2001 | WO | 00 | 6/9/2003 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO02/48492 | 6/20/2002 | WO | A |
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| Number | Date | Country | |
|---|---|---|---|
| 20040020613 A1 | Feb 2004 | US |
