CN118156897A

CN118156897A - Locking device for an electrical plug-in connection

Info

Publication number: CN118156897A
Application number: CN202211551162.5A
Authority: CN
Inventors: 周勇; 孙逊; 高文宏; 郑波
Original assignee: Kaiyide Automobile System Changshu Co ltd
Current assignee: Kaiyide Automobile System Changshu Co ltd
Priority date: 2022-12-05
Filing date: 2022-12-05
Publication date: 2024-06-07
Also published as: WO2024120342A1

Abstract

The invention relates to a locking device for an electrical plug-in unit, in particular a locking actuator for a charging socket (1) of an electric or hybrid vehicle. For this purpose, the main structure of the device comprises a motor (5), a transmission (6, 7, 8) connected downstream of the motor, and a blocking element (3) connected to the transmission. The blocking element (3) interacts indirectly or directly with the output-side gear wheel (8) of the transmission (6, 7, 8) and defines a blocking direction (VR). According to the invention, at least the output-side gear wheel (8) and the blocking element (3) are arranged in a housing free region (9) which allows interaction of two sides having different blocking directions (VR).

Description

Locking device for an electrical plug-in connection

Technical Field

The invention relates to a locking device for an electrical plug-in connection, in particular for a charging socket of an electric or hybrid vehicle, comprising an electric motor, a transmission connected downstream of the electric motor, and a locking element connected to the transmission, wherein the locking element interacts indirectly or directly with an output-side gear of the transmission and defines a locking direction.

Background

In particular, the electrical plug-in connection is associated with a charging infrastructure for an electric vehicle or hybrid vehicle, which usually consists of a vehicle-side charging socket and a charging plug, for example on a charging post. In principle, the opposite can also be provided. Since high voltages are often observed and high currents flow during the charging of the battery of the motor vehicle, it is necessary to lock a charging plug, for example a charging post, in the charging socket of the motor vehicle.

Thereby avoiding health hazards to the operator. Furthermore, in this example case, locking the charging plug in the charging cradle ensures that the charging process is not interrupted, nor is unauthorized personnel able to interfere with the charging process. In this case, the locking element is generally used to be moved through the charging socket into the charging plug in the locked state, so that the two components of the electrical plug-in mechanism are releasably coupled to one another. After the charging process, the blocking element is removed again, so that the charging plug can be pulled out of the charging socket.

For actuating the locking element, an electric actuator, i.e. a locking actuator, is generally used. In principle, the invention also generally comprises the following locking devices for the electrical plug-in connection: the locking device need not be part of the charging infrastructure for an electric or hybrid vehicle.

The prior art according to WO 2021/224013 A1 relates to a locking device for a plug-in connection, wherein an actuator is arranged on a housing. Furthermore, the blocking element can be moved into the functional test position in a region of the housing. In this way, the actual position of the blocking element can be determined and compared with the setpoint position. An improved solution for functional checking of such a locking device is thereby provided as a whole.

In such prior art according to DE 10 2018 109 661 A1 of the present inventor, electrically driven locking devices for electrical plug-in mechanisms are mainly used to prevent accidental extraction. For this purpose, a movement of the locking element, which is designed as a locking pin, in its locking direction can be detected. For this purpose, a magnet is provided which comprises a hall sensor.

The prior art has been substantially validated, however, there is room for further improvement. Depending on the position and the shape of the charging socket or the charging receptacle in or on the respective electric vehicle or hybrid vehicle, the installation conditions for such a locking device differ. Furthermore, there are different safety regulations worldwide. This in practice results in an increased number of variants of these locking devices, in particular when these locking devices are implemented independently of the charging stand or the charging interface. This results in disadvantages in terms of logistics and manufacturing technology. The present invention remedies this as a whole.

Disclosure of Invention

The object of the present invention is to further develop a locking device for an electrical plug-in connection of this type such that the variety of variants is reduced overall compared to the prior art.

In order to solve this problem, it is within the scope of the invention for a locking device of this type to be distinguished in that at least the output-side gear of the transmission and the locking element are arranged in a housing free region which allows for interaction of both sides with different locking directions.

The invention is based on the following recognition first: a locking device for an electrical plug-in connection is arranged in the housing. The locking device can thus in principle be configured in a modular manner, and can thus in principle be combined with different charging holders or charging sockets on or in the motor vehicle concerned. Of course, if a vehicle-side charging plug is present and implemented, the locking device according to the invention can also be combined with a vehicle-side charging plug if desired. However, in general, the locking device is combined with a charging stand or charging jack.

According to the invention, a housing free region is defined in the interior of the housing which receives the locking device. At least the output-side gear wheel of the transmission and the locking element are arranged in the free region of the housing. The housing free region thus allows a two-sided interaction, that is to say an interaction between the output-side gear side and the blocking element side, in particular taking into account the different blocking directions. In other words, the gear wheel and the blocking element can interact such that the blocking element defines and can also define completely different blocking directions, for example blocking directions parallel to the longitudinal extension direction of the housing and blocking directions perpendicular to the relevant longitudinal extension direction of the housing.

In order to be able to achieve and form different locking directions, according to an advantageous embodiment, the associated housing free region is designed to be essentially free of support elements, housing elements and transmission elements. The invention is based on the following recognition: the blocking element is generally provided with teeth which interact or mesh with the output-side gear. Since this interaction between the gearwheel and the blocking element takes place in the housing free region, it is possible, for example, to move the blocking element by means of the gearwheel in a horizontal direction and parallel to the housing longitudinal extension direction, wherein the housing free region also permits a vertical or vertical movement of the blocking element relative to the associated gearwheel. Different locking directions of the locking element can thus be achieved, in particular in this example case, on the one hand parallel to the longitudinal extension direction of the housing and on the other hand perpendicular to the relevant longitudinal extension direction.

In this way, the locking device according to the invention can be adapted particularly simply, without problems, at low cost to different installation situations, specific requirements of different countries, etc. Since, according to a further advantageous embodiment, the motor and the gear together with the housing body/housing base/housing box as a component of the housing define a modular unit. In contrast, the blocking element and the housing cover closing the housing body define a personalisation package.

The invention is based on the following recognition: the module with motor, gear and housing body can be kept unchanged for all variants required in the market and standardized accordingly. Special adaptations to the installation conditions and legal requirements of the respective requirements are achieved only by means of a personalized assembly with locking elements and housing covers. This results in a great cost saving as a whole, since in particular the particularly costly components of the locking device, namely the motor, the gear and the housing body, are all identically designed together, i.e. form and define the standard components already mentioned. Only the housing cover and the locking element closing the housing body are adapted to the respective required installation situation or legal requirements within the scope of the personalized assembly. Since the two components of the personalization assembly are generally plastic elements, the adaptation can be carried out particularly simply and cost-effectively, for example by means of an injection molding process. In the case of a gear which is mainly or entirely made of plastic, the module can also be realized particularly cost-effectively, wherein the individual gears of the gear are designed as plastic gears which can be produced, for example, in an injection molding process.

In a particularly important embodiment, an emergency unlocking device is additionally provided. The emergency unlocking device is as follows: by means of this device, the locking element can be moved generally from its "locked" position into the "unlocked" position or into the "emergency unlocked" position.

In the "blocking" position, the blocking element serves to block the charging plug in the interior of the charging (plug) socket of the motor vehicle in the case of the example described above, wherein the blocking elements, which are embodied, for example, as blocking pins, pass through the bores aligned with one another. If in this case the locking device fails, which may be caused by the fact that the power supply for the motor forming part of the locking device is no longer available or the power is insufficient, or by a mechanical failure of the locking device, the locking element can be manually moved from the "locked" position occupied into its "unlocked" position by the emergency unlocking device. Correspondingly, the locking pins leave the aligned holes and release the charging plug inserted into the charging socket.

In order to specifically implement and practice the above solutions, emergency unlocking devices are generally equipped with a coupling element. The coupling element is preferably designed to act on an input-side gear of the transmission. That is, the input-side gear of the transmission can usually be moved and moved manually by means of the coupling element, so that said gear is no longer (in) engaged with the worm on the output shaft of the motor. This can be achieved and implemented particularly simply and in a cost-effective manner for the case of a longitudinally displaceable support of the associated input-side gearwheel on the support pin. The bearing pin for the associated input-side gear of the transmission is itself supported in turn in or on the housing.

Furthermore, the coupling element has a spring and is preloaded by the spring in the direction of its engaged state. The engaged state of the coupling element corresponds to the locking element or locking pin being electrically transferable into its "locked" position and "unlocked" position by means of an electric motor.

If the motor fails in this example case in the "blocked" state of the blocking pin, the coupling element can be transferred into the "disengaged" state by the manually applicable coupling element overcoming the spring force. At the same time, the input-side gear of the transmission is moved on the support pin out of engagement with the worm on the output shaft of the motor, so that the transmission is entirely disengaged from the motor. The locking element is thus also not (any longer) acted upon by the transmission or the motor and can be transferred into its "unlocked" position, for example, by means of an associated spring. Thus, the charging plug that was previously locked inside the charging socket can be removed from the charging socket, although failure of the locking device can also terminate the charging process as desired.

The emergency unlocking device further has a locking element position detection sensor. By means of the blocking element position detection sensor, it can be determined whether the blocking element has reached its "emergency unlocking" position or "unlocking" position. Furthermore, the signal of the blocking element position detection sensor can be used for a corresponding alarm function.

The transmission is usually designed as a spur gear transmission in order to achieve a particularly compact design. Thus, each cylindrical gear of the transmission has parallel axes. Furthermore, the respective parallel axes of the spur gears of the transmission in turn usually extend parallel or at an angle to the output shaft axis of the motor, in particular perpendicularly thereto.

That is to say that the transmission is designed as a spur gear transmission and its gears or the axes of the spur gears themselves extend parallel to one another by definition. While the output shaft axis of the motor may extend parallel or at an angle, in particular perpendicular, with respect to the associated axis of the spur gear. In both cases, a particularly compact design is provided, and furthermore the housing which accommodates the locking device according to the invention can be constructed particularly narrowly. For reasons of compactness, it is furthermore advantageously designed to: the transmission has at least one involute tooth portion. Such involute teeth form gears that mesh in a high pitch manner, which typically mesh with gears that mesh in a (low) pitch manner, in order to ensure the desired degree of overlap of the teeth. Thus, high gear ratios, such as those greater than 10 to 1 or even greater than 20 to 1, can be achieved and implemented with minimal tooth numbers in mind.

According to a particularly advantageous embodiment, the transmission used according to the invention works even with two involute teeth, so that overall a transmission of greater than 50 can be realized: 1. even greater than 70: 1. For example, it is conceivable to work as a whole with a three-stage transmission, the first gear stage of which has 3:1, the second gear stage has a gear ratio of 5.75:1, the third gear stage has a gear ratio of 4.5:1, thus overall exemplarily yielding 77.625: 1. This is of course only exemplary and is by no means mandatory.

In summary, the high gear ratios thus obtained, taking into account the compactness of the construction, make it possible to use an especially small and therefore inexpensive motor for driving the locking device according to the invention. Nevertheless, the motor can still move the locking element, which is generally designed as a locking pin, into its "unlocked" position and "locked" position without any problem. All these advantages are achieved with consideration of standardized, and therefore particularly cost-effective, structures. This is a major advantage of the present invention.

Drawings

The invention is described in detail below with reference to the drawings, which show only one embodiment. In the figure:

fig. 1 shows a perspective view of a locking device according to the invention in a first embodiment, wherein the housing is partially disassembled.

Figures 2A and 2B schematically show different latching elements and associated housing covers as respective personalisation assemblies,

Figures 3A and 3B show a complete illustration of the correlation of the individual personalization components according to figures 2A and 2B,

Figure 4 shows in perspective view a modified second embodiment variant of the invention,

Fig. 5A and 5B show the embodiment according to fig. 4, wherein the "engaged" or "locked" state according to fig. 5A and the "disengaged" or "manually unlocked" state according to fig. 5B are shown.

Detailed Description

In the figures, a locking device is shown, which is used in connection with the electrical plug-in connection 1,2 according to the present embodiment. The electrical plug-in units 1,2 are within the scope of the present exemplary embodiment, without limitation, electrical plug-in units 1,2 which are part of a charging infrastructure for an electric vehicle or a hybrid vehicle, which is not shown in more detail. For this purpose, the electrical plug-in connection 1,2 according to this embodiment is composed of a vehicle-side charging (plug-in) socket or charging socket 1 and a charging post-side charging plug 2, which are shown only in fig. 3B.

As can be seen from fig. 3B, in the illustrated "locked" state of the locking device, the locking element 3, which is configured as a locking pin 3, passes through the aligned holes 1a in the charging socket 1 and the aligned holes 2a in the charging plug 2 for locking purposes. Thereby, the charging plug 2 inserted into the charging socket 1 cannot be removed from the charging socket 1.

According to this embodiment, the entire locking device is received in a housing 4, which according to this embodiment consists of a housing body 4a and at least one housing cover 4 b. It can be seen that the housing 4 as a whole encloses a locking device which will be described in more detail below. The locking device can thus be mounted as a module or as a compact locking actuator to the associated charging socket 1 arranged in or on the motor vehicle. In principle, the charging socket 1 and the locking device according to the invention can of course also define a structural unit. This is not shown in this embodiment. The following variants are shown in detail here: in this variant, the locking device or the locking actuator implemented forms itself a mounting module, which in turn is mechanically connected to the charging socket 1 which is designed separately from this.

The locking device has, in its basic construction, an electric motor 5 and a transmission 6, 7, 8 connected downstream of the electric motor 5, which is designed as a multi-stage transmission according to the present exemplary embodiment. The above-described blocking element 3, which is designed as a blocking pin 3 according to the present embodiment, is connected to the transmission 6, 7, 8. For this purpose, the blocking element or blocking pin 3 interacts with the output-side gear wheel 8 of the transmission 6, 7, 8. In practice, the transmission 6, 7, 8 has a total of three gears 6, 7, 8, which define the gear stages of the different designs of the transmission 6, 7, 8.

In this case, according to this exemplary embodiment, at least two teeth between the transmission gears 6, 7, 8 are designed as involute teeth. It can be seen that the respective transmission gear 6, 7, 8 is designed as a double transmission gear or has two differently designed teeth. A first involute tooth portion is provided between the input side transmission gear 6 and the intermediate transmission gear 7. Furthermore, a further, second involute toothing is realized between the intermediate gear 7 and the output-side gear 8. In this way, the rotation transmission ratio of the output shaft 5a of the motor 5 with respect to the output-side transmission gear 8 can be realized as a whole and implemented to be greater than 50:1, in particular even up to 70: more than 1. Thus, a motor 5 of particularly small construction can be used.

In the present exemplary embodiment, the gear 6,7, 8 is a reduction gear, which is also designed as a spur gear. That is, the gears 6,7, 8 are designed as cylindrical gears 6,7, 8, respectively, and have axes arranged parallel to each other, as shown in fig. 3A and 3B. The motor 5 is equipped with an output shaft 5a, the axis of which defines the motor 5 itself, being arranged parallel or at an angle to the transmission gear axis of the transmission 6,7, 8 or the axis of the spur gear 6,7, 8. The embodiments according to fig. 1 to 3 show an arrangement in which the axis of the motor 5 is parallel to the axis of the transmission gear or spur gear 6,7, 8 of the transmission 6,7, 8. In the embodiment according to fig. 4 and 5A and 5B, however, provision is made for the axis of the motor 5 to be oriented at an angle, in particular perpendicular, to the axis of the transmission gear or spur gear 6,7, 8.

Common to all the illustrated embodiments is that at least the output-side gearwheel 8 of the transmission 6, 7, 8 and the blocking element 3 are arranged in a housing free region 9, which can be seen and understood particularly well and intuitively in the sectional views of fig. 3A and 3B. In fact, the housing free region 9 in the interior of the housing 4 is distinguished in that the housing free region 9 allows interaction between the gearwheel 8 and the locking element or locking pin 3 on both sides in different locking directions VR.

These different latching directions VR can be best understood from fig. 1. In fact, it can be seen in fig. 1 that the blocking element or blocking pin 3 can interact with the associated output-side gearwheel 8 in such a way that the blocking element 3 defines a blocking direction VR which extends substantially parallel to the longitudinal extension direction of the housing 4, which blocking direction extends substantially parallel according to the present embodiment. In contrast to this, the blocking element 3, in conjunction with the output-side gear 8, furthermore defines and describes a blocking direction VR which differs from this and extends essentially perpendicularly to the longitudinal extension direction of the housing 4, i.e. is arranged perpendicularly or at right angles to the longitudinal extension direction of the housing according to this embodiment. In principle, any other blocking direction VR is of course also conceivable.

In order to achieve this, the housing free region 9 is designed in particular to be essentially free of the support element 10 or other housing element 11 for the transmission gear 6, 7, 8 which is otherwise provided. In this example case, the housing elements 11 are separating walls 11 arranged inside the housing 4, which delimit the relevant housing free region 9 on one side. Furthermore, there are no transmission elements, that is to say no components of the transmissions 6, 7, 8, in the associated housing free region 9. The locking elements or locking pins 3 can thus be arranged at different angles on the output-side gears 8 of the gear units 6, 7, 8, both substantially horizontally and substantially vertically, as is shown in the view of fig. 1, wherein the different locking directions VR resulting therefrom are also shown. An angled arrangement is also contemplated.

In this way, the production and warehouse management of the locking device according to the invention can be greatly simplified. Since the motor 5 and the subsequently connected gear units 6, 7, 8 can define the module 4a as a whole together with the housing body 4a described above; 5, a step of; 6. 7, 8. Furthermore, the design is such that, independently of the module, the locking element or locking pin 3 together with the housing cover 4b again forms the personalisation module 3;4b. A personalisation component 3;4b can be adapted to different installation conditions, legal regulations, country-specific features, etc., while all variants of the locking device according to the invention use the module 4a universally, unchanged; 5, a step of; 6. 7, 8.

As is apparent in particular from the embodiment variants according to fig. 4 and 5A, 5B, the described locking device can additionally be equipped with an emergency unlocking device 12, 13, 14, 15, 16. The emergency unlocking devices 12, 13, 14, 15, 16 are optional devices that are not mandatory. For this purpose, as described below, according to this embodiment and as shown in fig. 5A and 5B, the emergency unlocking device 12, 13, 14, 15, 16 first has a coupling element 12 and a pivoting lever 13. The coupling element 12 can be acted upon by means of an actuating element 14, which according to this embodiment is connected to the coupling element 12 by means of a cable 15. Furthermore, a spring 16 is realized which acts on the coupling element 12 and surrounds the cable 15. The coupling element 12 is preloaded by means of the spring 16 in the direction of its "engaged" state as shown in fig. 5A. If the coupling element 12 is switched to its "disengaged" state, which corresponds to the one shown in fig. 5B, by the application of the actuating element 14, this corresponds at the same time to the "unlocked" or manual "emergency unlocking" functional position of the locking device shown. In contrast, in the "engaged" position according to fig. 5A, the locking device can be displaced by the motor 5 both into its "unlocked" functional position and into its "locked" position.

The described emergency unlocking devices 12, 13, 14, 15, 16 are furthermore equipped with a blocking element position detection sensor 17, the signals of which can be evaluated and processed by a control unit, not shown. This is not shown in detail.

The working principle is as follows: starting from the "engaged" position of the coupling element 12 according to fig. 5A, the drive 6, 7, 8 can be acted upon by the motor 5 in order to move the locking element or the locking pin 3 in a linear manner along its longitudinal extension, as is shown by the corresponding double arrow in fig. 1. The locking element or locking pin 3 can thus pass through the mutually aligned bores 1a, 2a between the charging socket 1 and the charging plug 2 engaged therein, so that the "locked" state depicted diagrammatically in fig. 3 is achieved in this case. Conversely, if the bores 1a, 2a of the locking element or locking pin 3 aligned relative to one another have their retracted position compared to this, the charging plug 2 can be removed from the charging socket 1. This corresponds to the "unlocked" functional position of the locking element or locking pin 3. In both cases, the coupling element 2 is in the "engaged" position shown in fig. 5A, whereby the locking pin 3 can be moved into and occupy the relevant "locked" and "unlocked" locking positions by the action of the motor 5.

However, if the motor 5 fails or the transmission 6, 7, 8 is locked and thus the blocking element 3 permanently assumes its "blocked" position, a manual emergency unlocking is required. This is achieved by means of the emergency unlocking devices 12, 13, 14, 15, 16. For this purpose, the coupling element 12 is acted upon by the actuating element 14 and the interposed cable 15, for example, with compression of the spring 16, as can be seen in the transition from fig. 5A to fig. 5B.

In fact, in this transition, the coupling element 12 moves "upwards" according to this embodiment, under the action exerted manually by the operating element 14. This results in the lever or the pivoting lever 13 being pivoted, in particular in the clockwise direction, by the tilting part 12a provided on the coupling element 12 when transitioning from fig. 5A to fig. 5B. The pivoting movement of the lever 13 serves to move the input-side gearwheel 6 of the transmission 6, 7, 8 in translation, in particular "leftwards" as indicated by the respective arrow, in the transition from fig. 5A to fig. 5B.

This longitudinal displacement of the input-side gear 6 of the transmission 6, 7, 8 is possible because the associated gear 6 is supported in a longitudinally displaceable manner on an associated bearing pin 6a, which in turn is received in or on the housing 4. In any case, the longitudinal movement of the input-side gear 6 causes the associated gear 6 to not (any longer) engage with the worm of the motor 5 arranged on the output shaft 5a and to not engage with the associated worm. The rotational movement of the motor 5 is thereby either lost motion as a whole with respect to the transmission 6, 7, 8 or the transmission 6, 7, 8 is not locked by the (self-locking) motor 5.

The locking element or locking pin 3 can therefore be moved from its "locked" position, which is assumed in fig. 3, into an "unlocked" position. For this purpose, a spring, not shown, is usually used, which is associated with the locking element 3 and which causes the locking element 3 to be preloaded in the direction of the "unlocked" position of the locking element. That is to say, if the locking element 3 is moved into its "locked" position by means of the motor 5 and the downstream gear mechanism 6, 7, 8, the force of a spring, not shown, must be overcome. In any case, if the coupling element 12 is manually moved into its "disengaged" position by means of the actuating element 14, the locking element or locking pin 3 is directly moved into its "unlocked" position. This is because, correspondingly, the gear mechanism 6, 7, 8 and thus the locking element 3 are not (any longer) mechanically coupled to the motor 5, in particular are decoupled from the motor. The spring for the locking element 3 can thus shift the locking element 3 into its "unlocked" position.

List of reference numerals:

1. Charging socket and charging socket

1.2 Electric plug-in connection mechanism

1A hole

2. Charging plug

2A hole

3. Locking element, locking pin

3, A step of; 4b personalization assembly

4. Shell body

4A housing body

4A;5, a step of; 6. 7, 8 standard components

4B housing cover

5. Motor with a motor housing

5A output shaft

6. Transmission gear and gear

6A bearing pin

6. 7, 8 Transmission, gear, drive gear, cylindrical gear

7. Transmission gear and gear

8. Gear wheel

9. Free area of the housing

10. Support element

11. Housing element, partition wall

12. Coupling element

12A inclined portion

12. 13, 14, 15, 16 Emergency unlocking device

13. Swinging rod

14. Actuating element

15. Cable rope

16. Spring

17. Locking element position detection sensor

VR lockout direction

Claims

1. A locking device for an electrical plug-in connection (1, 2), in particular for a locking actuator of a charging socket (1) of an electric or hybrid vehicle, comprising an electric motor (5), a transmission (6, 7, 8) connected downstream of the electric motor, and a locking element (3) connected to the transmission, wherein the locking element (3) interacts indirectly or directly with an output-side gear (8) of the transmission (6, 7, 8) and defines a locking direction (VR),

It is characterized in that the method comprises the steps of,

At least the output-side gear wheel (8) and the blocking element (3) are arranged in a housing free region (9) which allows interaction of both sides with different blocking directions (VR).

2. The device according to claim 1, characterized in that the housing free area (9) is designed to be essentially free of support elements (10), housing elements (11) and transmission elements.

3. The device according to claim 1 or 2, characterized in that the motor (5) and the transmission (6, 7, 8) define together with the housing body (4 a) a modular unit (4 a;5;6, 7, 8), and the blocking element (3) defines together with the housing cover (4 b) a personalisation module (3; 4 b).

4. A device according to any one of claims 1-3, characterized in that emergency unlocking means (12, 13, 14, 15, 16) are provided.

5. The device according to claim 4, characterized in that the emergency unlocking means (12, 13, 14, 15, 16) have a coupling element (12), which is preferably used for acting on the input-side gear (6) of the transmission (6, 7, 8).

6. The device according to claim 4 or 5, characterized in that the coupling element (12) is preloaded by a spring (16) in the direction of the engagement state of the coupling element.

7. The device according to any one of claims 4 to 6, characterized in that the emergency unlocking means (12, 13, 14, 15, 16) have a blocking element position detection sensor (17).

8. The device according to any one of claims 1 to 7, characterized in that the transmission (6, 7, 8) is designed as a spur gear transmission.

9. The apparatus according to claim 8, characterized in that each cylindrical gear (6, 7, 8) of the transmission (6, 7, 8) has a parallel axis, which is parallel or at an angle to the output shaft (5 a) axis of the motor (5), in particular perpendicular thereto.

10. The apparatus according to any one of claims 1 to 9, characterized in that the transmission (6, 7, 8) has at least one involute tooth.