EP0168001B1 - Espagnolette lock - Google Patents

Abstract

1. Drive-rod lock comprising a drive-rod (10) displaceable between an opening position and a closure position in combination with at least one lock element (16, 20, 22) a lock cylinder (30), a first toothed-wheel gearing (A) between the lock cylinder (30) and the drive-rod (10) for displacing the drive-rod (10) between the opening position and the closure position, and a manual actuation element (44) initially stressed into a rest position, in gear connection (C), affected by idle motion, with the drive-rod (10) in such a way that a displacement of the drive-rod (10) deriving from the manual actuation element (44) is possible, but a displacement of the drive-rod (10) deriving from the lock cylinder (30) results in no movement of the manual actuation element (44), where the first toothed-wheel gearing (A) is connected with a displacement and blocking mechanism (B) of the drive-rod (10), which mechanism on rotation of the first toothed-wheel gearing (A) from the lock cylinder (30) over a first partial rotation path shifts the drive-rod (10) between the opening position and the closure position and which, on rotation of the first toothed-wheel gearing (A) from the lock cylinder (30), over a second partial rotation path adjoining the first partial rotation path at one end, blocks the drive-rod directly, that is without substantial supporting action by the lock cylinder (30), and where a separator clutch (32) is provided between the lock cylinder core (30b) and the drive rod (10), characterised in that either the separator clutch (32) is interposed, as a separator clutch (32) operable by key insertion, between the lock cylinder core (30b) and the first toothed-wheel gearing (A) in such a way that when the key is withdrawn the first toothed-wheel gearing (A) is rotatable without the lock cylinder core (30b) and when the key is inserted the gearing (A) is rotatable with the lock cylinder core (30b), or in that the separator clutch (332) is formed by two successive clutch gear wheels (A15b, A17a) of the first toothed-wheel gearing (A), of which the one (A17a) is mounted on a joint plate (332a), this joint plate (332a) for its part being swingable out about a pivot axis parallel to the toothed wheel axes, and this pivot axis coinciding with the rotation axis of a further toothed wheel (A19) adjacent to the clutch position, and where the manual actuation element (344), acting upon the joint plate (332a) separates the two successive clutch gear wheels from one another within the idle motion in the gear connection (C) affected by idle motion.

Description

The invention relates to an espagnolette lock according to the preamble of claim 1.

In a lock known from European Offenlegungsschrift 92 630, a sliding bolt between the closed position and the open position can be moved from the lock cylinder via the gear transmission. With the slide bolt, the drive rod is connected via a cam track cam follower connection, so that when the slide bolt is withdrawn from the closed position into the open position, the drive rod is also moved from the closed position into the open position against spring force. From the manual control element, the gear connection can be lost. Driving rod can be moved from the closed position into the open position without the gear mechanism being taken along. The gear transmission can only be rotated from the lock cylinder. Accordingly, the slide bolt, which is connected to the locking cylinder via the gear mechanism, can only be operated from the locking cylinder, i.e. from the locking cylinder. H. can be moved using the key. If the slide bolt is jammed in the recess of the striking plate or lock box belonging to it, the clamping must be overcome by transmitting a correspondingly large torque from the key via the gear. This means a heavy load on the sensitive locking cylinder, which leads to rapid wear. In the locked position of the espagnolette lock, the slide bolt is kept locked in its closed position by the lock cylinder via the gear mechanism. A force on the slide bolt, which tries to bring it back into the open position, is inevitably transmitted to the locking cylinder via the gear mechanism and, if the key of the locking cylinder is removed and the locking pins are partially received in the locking cylinder housing and partially in the locking cylinder core, causes jamming of lock cylinder housing, lock cylinder core and tumbler pins. This clamping can only be overcome by pressing the key into the locking cylinder with a correspondingly large force, which again leads to a heavy load on the sensitive locking cylinder.

From DE-PS 30 15 104, an espagnolette lock is known in which the espagnolette can be moved from the lock cylinder via a gear. If the locking elements attached to the drive rod enter, for example due to warping of the door or the window, with difficulty behind the closing surface of the associated frame, a large force must be transmitted to the drive rod by the key, the locking cylinder and the gear. The same applies of course when opening the espagnolette lock. Occurs after the lock has been locked. H. After removing the key, a load is exerted on the drive rod, for example by setting the door leaf or due to improper handling, the forces occurring in the drive rods are transmitted to the sensitive locking cylinder via the gearbox and lead to the tensioning in the locking cylinder already criticized above, which can only be released by firmly pressing the key into the locking cylinder with a correspondingly large amount of wear on the locking cylinder and key. In this known embodiment there is a manual operating element in the form of a follower nut; this manual control element only acts on a trap and not on the drive rod. The drive rod can therefore only be put into functional movement from the locking cylinder.

From DE-PS 30 34 764 an espagnolette lock is known, in which the espagnolette can in turn be adjusted via a gear only from the lock cylinder. A precautionary measure has been taken to intercept this force from the outside when the force is applied to the drive rods in the locked position by means of interacting stops which meet after a certain rotation of the gear elements. It is not reliably ensured here that no forces are transmitted to the locking cylinder from the outside when force is applied to the drive rod. In addition, the lock cylinder and the key must absorb all the forces that are necessary to adjust the drive rod and, as already indicated above, can have considerable sizes, for example if a delay has occurred or if sealing elements have to be compressed.

A drive rod lock of the generic type is essentially known from FR-A-2,469,537 '. Here, a very complicated separating clutch is used both in terms of its structure and in terms of its actuation.

In contrast, according to the characterizing part of claim 1, two alternatives are proposed for the design of the disconnect clutch, which are multiplied in terms of structure and actuation.

In the first alternative, the drive rod can be displaced from the manual actuating element, whereby either, namely when the key is pulled, the locking cylinder is even separated from the first gear transmission or - with the key inserted - the cylinder core is taken along via the first gear transmission without any significant forces must be transmitted through the first gear transmission. If the lock or the door or the window from which the lock is received is designed in such a way that the manual operating element is accessible from the inside and outside, there is no need at all to move the drive rod from the lock cylinder; the drive rod can rather between the public tion and the closed position can be moved consistently from the manual control element, namely via a doorknob or a rotary knob, which are attached inside and outside. In this case, the lock cylinder must only be used to bring about the locking of the drive rod, for which purpose the transmission is rotated from the lock cylinder through the second partial rotation path.

If it is a window or door arrangement in which the manual control element is designed only on the inside of the door or the inside of the window to accommodate a doorknob or a rotary knob and the manual control element is inaccessible from the outside, the locked cylinder must be opened from the outside when the locked door is opened first the lock is released and then the drive rod is withdrawn from the closed position into the open position, so that a load on the locking cylinder due to the transmission of forces cannot be excluded. Nevertheless, the relief occurs over the lifetime of the espagnolette lock, because namely all opening and closing operations with the exception of the actual locking operation on the inside can be carried out via the manual control element.

Of course, with the first alternative, if the key is inserted or the key is available, there is always the option of also moving the drive rod from the locking cylinder. On the other hand, since the manual control element is available and is at least accessible from the inside of the door or window, it can be expected that, in any case, if moving the drive rod over the lock cylinder requires a great deal of effort, a sensible user will understand the movement of the drive rod effected via a rotary knob or a door handle and thus via the manual actuation element.

The second alternative solution according to claim 1 differs from the first in particular in that greater design freedom is left in the construction of the lock cylinder. In particular, it becomes possible to use locking cylinders in which the separating clutch is no longer integrated in the locking cylinder. It is also achieved that upon initiation of a drive rod displacement from the manual actuating element, the disconnect clutch is opened before the gear mechanism, which has lost gear and the first gear mechanism connected to the gear mechanism, which is connected to the lost and locked mechanism, can react to the locking cylinder.

The measures of claim 2 take into account the occasional need that one can slam a door or a window without actuating the actuating rod and then open it again by means of a rotary knob or a door handle. The coupling of the retraction of the latch on the one hand and the adjustment of the drive rod from the closed position into the open position, in the event that the drive rod was brought into the closed position, ensures simple handling from the manual operating element.

The measures of claim 3 ensure that the latch can also be retracted from the locking cylinder, in particular if the manual operating element is inaccessible. Again, it should be said that the latch can of course also be retracted from the lock cylinder if the retraction option is given by means of a rotary knob or a door handle via the manual control element, but for reasons of convenience, this option is usually possible will not be used, so that the relief function for the lock cylinder is also ensured.

The claim 4 gives a preferred structure for the lost-motion gear connection between the manual control element and the drive rod, the advantages of this type of gear connection in the small space requirement, in the arbitrary selectability of the gear ratio and in particular also in that by this second gear transmission on the one hand, a movement from the manual actuation element to the drive rod and, on the other hand, a movement from the drive rod to the second gear transmission up to the point of lost motion. This is important because the espagnolette lock can then be moved from the manual actuating element to the open or closed position of the actuating rod at any time, regardless of how the current state has been reached (by turning the locking cylinder or by turning the manual actuating element).

The claim 5 specifies a preferred embodiment of the transmission gear, which is provided between the first gear transmission and the trap.

The advantage of this type of transmission gear is, inter alia, that a relatively large distance between the first gear transmission and the trap can be bridged without too many gear elements being required. The disengagement of the engagement part from the circumferential path of the counter-engagement part by the first gear mechanism during the first partial rotation path ensures that the first partial rotation path can be chosen to be of any length without the counter-engagement part and the engagement part interfering with the movement sequence. This is particularly important if you want to provide several revolutions of the lock cylinder and thus the first gear transmission in order to move the drive rod from the open to the closed position or back.

The displacement and locking mechanism is in particular with a view to achieving a simple and inexpensive structure chend built up the information of claim 6. In addition, there are numerous other possible solutions for the construction of the sliding and locking mechanism. For example, it can be thought that the sliding part of the sliding and locking mechanism is based on a gear system which allows the movement to be transmitted in two directions, ie from the first gear mechanism to the drive rod and another time from the drive rod to the first gear mechanism, while the Locking part of the displacement and locking mechanism can form as any cam system, which transmits a movement from the first gear transmission in the direction of the drive rod, but conversely does not initiate any movement from the drive rod back into the first gear transmission, so that the drive rod in the locked state by external forces cannot be moved.

In the case of an embodiment of the displacement and locking mechanism according to claim 6, the engagement part can be controlled according to claim 7 by the planet gear, i. H. the disengagement movement of claim 5 can be derived from the orbital movement of the epicyclic wheel.

The measure of claim 8 ensures that the user always finds the manual actuation element, in particular a door handle or a rotary knob that is connected to the manual actuation elements, in a familiar rest position.

In an embodiment of the locking element according to claim 9, a relief of the locking cylinder is particularly important because of the friction between the locking element and drive rod.

Claim 10 specifies a preferred type of key-operated clutch between the lock cylinder and the first gear transmission. Known solutions can be used for the design of this coupling in detail, which have been made for coupling a lock bit with a cylinder core by conveying the key tip in the literature and in practice.

The claim 11 specifies a preferred transmission ratio of the first gear transmission, preferably insofar as it allows the movement of the drive rod and the associated locking elements with a small torque corresponding to the large rotational travel and thus a correspondingly low load on the locking cylinder and the key.

Claim 12 specifies a preferred choice of the transmission ratio in the second partial rotation. Since there are no longer large forces to be transmitted, a relatively small turning path is sufficient.

The dimensioning of the third partial rotation path according to claim 13 comes from the fact that this third partial rotation path has to be covered against spring force and therefore only a single finger configuration on the key is possible and no follow-up.

The provision of claim 14 is based on the intention of being able to effect the adjustment of the drive rod between the open and closed positions by means of the manual control element within the same rotational path of the manual control element that is also necessary in order to be able to retract the latch from the manual control element, for this purpose conventionally, a rotation angle of 45 ° is available. This means that there is only a small rotation path available to move the drive rod between the closed position and the open position and back, i. H. So a relatively large force must be applied to cause the movement of the drive rod, especially when a closing element moved by the drive rod enters stiffly behind a striking plate or the like. On the other hand, this can be accepted because the manual control element is usually connected to a rotary handle or a door handle, which allows the application of large forces by hand, and it should also be borne in mind that there are no such sensitive parts between the manual control element and the drive rod are switched on, like the locking cylinder.

The design according to claim 15 ensures that even more functions can be initiated from the manual control element, and thus for a further relief of the lock cylinder.

The measure of claim 16 is technologically related to the presence of the disconnect clutch, in particular when the disconnect clutch is arranged between two successive transmission parts of the first gear transmission. If the separating clutch causes an interruption in the first gear transmission between the two transmission parts, there would be the possibility that with the key inserted in the lock cylinder, the lock cylinder core and with it the gear part adjacent to the lock cylinder core would be rotated into an uncontrollable position, so that after Recoupling the disconnect clutch would no longer correspond to the zero position of the locking cylinder corresponding to the designated excellent positions of the drive rod etc.

The design of the blocking device according to claim 17 again aims to avoid having to intervene in the construction of the locking cylinder in order to be able to use a commercially available locking cylinder that is as simple as possible.

The claim 18 aims to be able to derive an actuation of the clutch in a simple manner from the initial rotational movement of the actuating element.

The claim 19 aims to be able to build the blocking device with simple components common in lap construction.

The claim 20 aims to be able to easily replace the lock cylinder. If the disconnect clutch and the locking device are solved, this gives the possibility of being able to set the lock cylinder core to the zero position regardless of the position of its output element (lock bit) without adjusting the drive rod, so that any lock cylinder (i.e. any with regard to the position of the output element to the lock cylinder core) is used can be. According to claim 21, conventional lock cylinders, in particular profile lock cylinders with lock bit hub and lock bit, are preferably used.

Claim 22 shows that conventional profile lock cylinders can also be used, and even double profile cylinders in which the lock bit hub lies between successive profile cylinder sections.

Claim 23 shows a possibility of being able to use locking cylinders of different formats.

Claim 24 shows a structure of the displacement and locking mechanism which is impressive due to its simplicity and which can be combined with the measure of claim 25 to prevent unlocking from the manual actuation element.

Claim 25 shows a way to prevent unlocking from the manual control element when the lock is locked.

Claim 26 in turn is based on FR-A-2469537 and, in contrast to this, shows a solution in which the drive rod does not have to be displaced during the part-turning path causing the locking, which is to be effected by the key, in the sense of a further development.

With regard to the smallest possible backset, d. H. The measures are the smallest possible center-to-center distance of the manual actuation element from the faceplate, even if the transmission connection has multiple limbs. proposed according to claim 27.

The measure of claim 28 ensures that the drive rod unit can be moved back and forth between the open position and the closed position with the smallest possible rotation of the manual actuating element 44 of, for example, 45 °.

The lost-motion gear connection can be designed in detail approximately as specified in claim 29.

• Fig. 1 bis 6 das Schema eines erfindungsgemäßen Treibstangenschlosses in verschiedenen Funktionszuständen;
• Fig. 7 ein Treibstangenschloß in dem Funktionszustand der Fig. 1, wobei jedoch das Antriebund Rückstellsystem für die Falle verändert ist; im übrigen entspricht der Aufbau demjenigen der Fig. 1.
• Fig. 8 eine konstruktive Ausbildung eines Treibstangenschlosses, welches in seinen Funktionen demjenigen nach den Fig. 1 bis 6 mit der Abwandlung nach Fig. 7 entspricht;
• Fig. 9 das Schema eines erfindungsgemäßen Treibstangenschlosses gemäß der zweiten Alternative des Anspruchs 1;
• Fig. 10 eine konstruktive Ausbildung des Treibstangenschlosses gemäß dem Schema der Fig. 9; und
• Fig. 11 im Detail eine Blockiervorrichtung für die konstruktive Ausbildung gemäß Fig. 10 in Pfeilrichtung XI der Fig. 10 gesehen.

The accompanying figures explain the invention using exemplary embodiments. They represent:

• 1 to 6 the diagram of an espagnolette lock according to the invention in various functional states;
• FIG. 7 shows an espagnolette lock in the functional state of FIG. 1, but the drive and resetting system for the latch has been changed; otherwise the structure corresponds to that of FIG. 1.
• 8 shows a structural design of an espagnolette lock, the functions of which correspond to those according to FIGS. 1 to 6 with the modification according to FIG. 7;
• 9 shows the diagram of an espagnolette lock according to the invention according to the second alternative of claim 1;
• 10 shows a structural design of the espagnolette lock according to the diagram of FIG. 9; and
• FIG. 11 seen in detail a blocking device for the construction according to FIG. 10 in the direction of arrow XI of FIG. 10.

In Fig. 1, a drive rod is designated 10. It is combined with a faceplate 12 and with a lock housing to form a structural unit. The lock housing is only shown in parts and designated 14. The drive rod 10 is displaceable in the vertical direction. It is in the open position in FIG. 1. A pivot bolt 16 is attached to the drive rod 10 as the first closing element, which is articulated on the drive rod 10 and passes through a control opening 18 of the faceplate 12. When pushing the drive rod 10 upwards, the swivel bolt 16 is swiveled out by interaction with the control opening 18.

As a second locking element, a roller block 20 is attached to the drive rod 10, which can be displaced in the vertical direction with the drive rod and, for example, engages behind a strike plate in a frame of the door or window.

As a third closing element, a push bolt 22 is combined with the drive rod 10. This slide bolt 22 is guided in an opening 24 in the faceplate 12 perpendicular to the plane of the faceplate 12. This slide bolt 22 is firmly connected to an elongated hole follower 26. The slot follower 26 engages in a control slot 28 of the drive rod 10. When the drive rod 10 is displaced in the vertical direction, the slide bolt 22 is activated and deactivated by the opening 24.

The drive rod 10 is driven in the vertical direction from a lock cylinder 30, which has a lock cylinder housing 30 a and a lock cylinder core 30 b with an insertion slot 30 c for a key. The locking cylinder 30 is of a conventional type: the locking cylinder core 30b can only be rotated relative to the locking cylinder housing 30a if a suitable key is fully inserted into the key slot 30c. On the lock cylinder core 30b there is a key-operated clutch 32 which couples the lock cylinder core 30b to a shaft 34 for common rotation when the key is fully inserted into the key slot 30c of the lock cylinder core 30b. The shaft 34 is the input shaft of a first gear transmission A, which is connected to a displacement and locking mechanism B via a shaft 36. The displacement and locking mechanism B comprises a displacement output 38 which is displaceable in the associated double arrow direction and is connected to the drive rod 10. Furthermore, the displacement and locking mechanism B comprises a locking output, namely a locking pin 40, which can be moved in the direction of the associated double arrow and can engage in a locking pin receptacle 42 of the drive rod 10.

If the lock cylinder core 30b is rotated counterclockwise by 360 ° twice from the state of FIG. 1 (first partial rotation path), this rotary movement is transmitted via the shaft 34, the first gear transmission A and the shaft 36 to the displacement and locking mechanism B. and the displacement output 38 is drawn up into the housing of the displacement and locking mechanism B until the pivot bolt 16 has been pivoted completely out, the roller piston 20 has reached its locked position, the slide bolt 22 has been fully extended and the locking bolt 40 is in alignment with the locking bolt receptacle 42 has occurred. The locking pin 40 essentially does not change its position in the direction of the arrow assigned to it. It can be easily imagined that the locking pin 40 is driven, for example, by a cam drive, the cam being designed in such a way that no movement of the locking pin 40 takes place during the first partial rotational travel of the lock cylinder core 30b and thus of the transmission A.

If the lock cylinder core 30b is rotated back by the first partial rotation path, the state according to FIG. 1 is restored.

If the locking cylinder core is rotated by a subsequent second partial rotation after turning through the first partial rotation (twice 360 °), the displacement output 38 is no longer displaced significantly, but the locking bolt 40 is then displaced so that it engages in the locking bolt receptacle 42 . Then the espagnolette lock is locked. Any forces which act on the drive rod 10 in the vertical direction cannot bring about any adjustment of the drive rod 10 and also do not act back on the locking cylinder 30 via the displacement and locking mechanism B, the shaft 36, the first gear transmission A and the shaft 34. The blocking is independent of whether the lock cylinder core 30b can be rotated with respect to the lock cylinder housing 30a (key inserted) or whether the lock cylinder 30b is blocked with respect to the lock cylinder housing 30a (key removed).

A further drive element for the drive rod 10 is mounted in the housing 14 of the espagnolette lock, namely a manual actuation element or a follower 44, which is suitable for receiving a door handle, a pair of door handles, a knob or a knob pair. This manual control element 44 is designed with a square opening 44a and a toothing 44b. The toothing 44b is in engagement with a toothed rack 46, which is biased by a spring system 48 into the rest position shown in FIG. 1 and can be shifted to the right and left relative to this rest position. The trigger nut 44 also has a driver cam 44c. A gear ring 50, which has a toothed segment 50a and a segment recess 50b, is rotatably mounted about the axis of the manual actuation element 44. The segment recess 50b receives the cam 44c.

The toothed segment 50a is in engagement with a gear wheel 52 which is mounted fixed on the housing and which in turn is in engagement with a toothed rack 54 which is fixedly attached to the drive rod 10.

From the manual operating element 44, the drive rod 10 can be raised to the closed position by rotating the manual operating element 44 by 45 ° in the counterclockwise direction. In the process, the gear ring 50 is carried in the counterclockwise direction by the cam 44c engaging in the segment recess 50b, and the toothed rack 54 is shifted upward via the toothed wheel 52. This displacement of the drive rod 10 is transferred to the displacement and locking mechanism B via the displacement output 38 and to the first gear transmission A and the shaft 34. If the key is inserted into the keyhole 30c and the clutch 32 is thereby closed, the lock cylinder core 30b is also closed taken away. If the key is removed and the clutch 32 is opened, the first gear transmission A is still rotating, but the lock cylinder core 30b remains stationary. Whatever the situation, no significant forces are transmitted to the lock cylinder core 30b.

If the manual control element 44 is released after it has been rotated 45 ° in the counterclockwise direction and has taken the gear ring 50 with it, then it returns to the position shown in FIG. 1 under the action of the spring system 48 acting on the toothed rack 46 back, however, the gear ring 50 remains in the newly reached position in which it rests with the upper end of the segment recess 50b on the cam 44c.

On the other hand, if, as described above, the drive rod 10 is brought into the closed position by rotating the lock cylinder core 30b through the first partial rotation path (twice 360 °) from the functional state according to FIG. 1, the drive rod 10 takes over the rack 54 and that Gear 52 with the gear ring 50 in the counterclockwise direction, so that after passing through the first partial rotational path, the gear ring 50 abuts the cam 44c with the upper end of its segment recess 50b. It is then exactly the same state as it had occurred after turning the manual control element 44 by 45 ° in the counterclockwise direction and releasing the manual control element. It should be noted that when the drive rod 10 is displaced by turning the lock cylinder core 30b, the manual actuation element 44 does not move, thanks to the lost motion which is provided between the cam 44c and the segment recess 50b. The gear connection between the manual actuating element 44 and the drive rod 10 via the cams 44c, the segment recess 50b, the gear ring 50, the gear segment 50a, the gear 52 and the gear rack 54 is generally referred to as a lost-motion gear connection C.

Regardless of whether the locking state of the drive rod 10 has occurred by turning the locking cylinder core 30b by means of a key by 360 ° twice in the counterclockwise direction or by a 45 ° rotation of the manual actuating element 44 in the counterclockwise direction, the locking of the drive rod 10 in the locking position reached can only be brought about in this way that the gear A is rotated counterclockwise by the second rotational path of 360 ° by a key inserted into the key slot 30c, in which case the locking pin 40 enters the locking pin receptacle 42. Unlocking the drive rod 10 in the closed position is also possible. H. retraction of the locking pin 40 from the locking pin receptacle 42 is only possible by turning the first gear transmission A backwards from the lock cylinder core 30b by turning the key through 360 ° (second partial rotation) in a clockwise direction. Locking and unlocking is therefore not possible from the manual operating element 44.

The espagnolette lock is also designed with a latch 56 which is carried by a latch rod 56a. The latch rod 56a is guided in the lock housing 14 and in the direction by a compression spring 58. biased to the position pushed out by the faceplate 12. The compression spring 58 engages on a spring plate 56b of the latch rod 56a. The latch 56 is connected to the manual actuating element 44 via a pull-back connection D with lost motion. The retracting connection D is formed by a stop 46a of the rack 46 and 56c of the latch rod 56a.

If, starting from the functional state according to FIG. 1, the manual actuating element 44 is rotated 45 ° clockwise, the manual actuating element 44 takes the toothed rack 46 to the right via the toothing 44b without the gear ring 50 being set in rotation; the trap 56 is taken to the right via the pull-back connection D. In this way, the trap 56 can be withdrawn without changing the position of the drive rod 10. If, on the other hand, the door or window is slammed shut, the latch 56 is pushed back by an inclined surface (not shown) from the associated striking plate of the frame, the stop 56c lifting off from the stop 46a, so that the latch movement does not affect the lost gear connection C and the remaining parts of the espagnolette lock is transferred.

In order to be able to retract the latch 56 also from the locking cylinder 30, a transmission gear E is provided which is formed by a two-armed lever 60. A displacement output 62 of the first gear transmission A acts on the two-armed lever 60, and is only displaced when the lock cylinder core 30b is rotated 45 ° clockwise by the inserted key (third partial rotation path). The displacement output 62 moves to the left in FIG. 1 with the result that the two-armed lever 60 is rotated clockwise and the latch rod 56a retracts the latch to the right against the action of the compression spring 58. If the key is released, the latch returns to the position shown in FIG. 1 and the lock cylinder core 30b is turned back to the position shown in FIG. 1 via the latch rod 56a, the two-armed lever 60 and the sliding output 62.

In Fig. 2 the functional state is shown, which is reached on the basis of the functional state of Fig. 1 when the lock cylinder core 30b is rotated by the inserted key by 45 ° clockwise (third partial rotation) and thereby the latch 56 from the lock cylinder is withdrawn. The shift output 62 is overtaken by the first gear transmission A to the left. The outputs 38 and 40 of the sliding and locking mechanism B are essentially stationary. Thanks to the lost motion of the pull-back connection D with lost motion, there is also no reaction on the rack 46 and the coupled gear connection C that is coupled with lost motion. If the key is released after the state according to FIG. 2 has been brought about, the drive rod lock returns to the functional state of FIG. 1 due to the action of the compression spring 58.

FIG. 3 shows the functional state, which, starting from the functional state of FIG. 1, has been achieved by rotating the lock cylinder core 30b by means of the key through two 360 ° counterclockwise (first partial rotation path). The drive rod 10 has been moved upward via the displacement output 38 of the displacement and locking mechanism B into the closed position, in which the pivot bolt 16 is pivoted out, the slide bolt 22 is extended and the roller pin 20 is displaced upward. The drive rod 10 has taken the gear ring 50 in the counterclockwise direction via the rack 54 and the gear 52. The manual control element 44 has stopped. 3 can be returned to the position according to FIG. 1 either by turning the locking cylinder core 30b back twice by 360 ° (first partial rotation) or by turning the manual control element 44 clockwise by means of a doorknob or a rotary knob turns back and then lets go. During the turning back of the manual actuating element 44 by 45 ° clockwise, the latch 56 is also caught up. After the hand control element 44 is released, it returns 3 under the action of the suspension 48 and the latch 56 also returns - under the action of the compression spring 58 - into the rest position of FIG. 1. When the lock cylinder core 30b is turned back by the first partial rotation path, the drive rod 10 takes the toothed segment 50a back via the toothed rack 54 and the toothed wheel 52 into the functional state of FIG. 1. When the manual actuating element 44 is turned back 45 ° clockwise, the drive rod 10 takes over Shift output 38 with the shifting and locking mechanism B, the shaft 36, the first gear transmission A and the shaft 34, the shaft 34 rotating twice by 360 ° in accordance with the first partial rotation path and the lock cylinder core 30b either being taken along if the key is inserted or the lock cylinder core 30b stops if the key is removed.

If an external force is exerted on the drive rod 10, no load can occur on the locking cylinder 30, since the latter is either uncoupled from the shaft 34 when the key is pulled or - with the key inserted - rotates freely with the shaft 34 via the coupling 32. Under no circumstances can a clamping effect be transferred to the locking pins if the key is removed and the locking pins are partly received in the housing bores and partly in the core bores.

FIG. 4 shows a functional state which, starting from the functional state of FIG. 3, can be achieved by further turning the lock cylinder core 30b and once through 360 ° (second partial rotation path). When passing through this second partial rotation path, there is no or no significant displacement of the displacement output 38 of the displacement and locking mechanism B, but the locking pin 40 is pushed out of the displacement and locking mechanism B, so that it enters the locking bolt receptacle 42. The position of the lost-motion gear connection C, the latch 56 and the transmission gear E remains unchanged. If an external force acts on the drive rod 10 in the position according to FIG. 4, for example as a result of settlement in the door or window or as a result of an unauthorized person attempting to open it, the force from the drive rod 10 is still in the displacement and Locking mechanism initiated, but can not be forwarded to the shaft 34 via the shaft 36 and the first gear transmission A, so that the locking cylinder 30 is again protected from any load, regardless of whether the key is inserted or removed.

Starting from the functional state of FIG. 4, the functional state of FIG. 3 can only be returned by turning the lock cylinder core 30b clockwise by the second partial rotation of 360 °.

FIG. 5 shows the functional state which, starting from the functional state of FIG. 1, is achieved by turning the manual actuation element 44 by 45 ° in a clockwise direction. After releasing the manual control element, this and the toothed rack 46 return to the state of FIG. 1 under the action of the suspension 48 and the latch 56 also returns to the state of FIG. 1 under the action of the compression spring 58.

As already indicated above, the state of FIG. 5 can also be achieved on the basis of the state of FIG. 3 in that the manual actuating element 44 is rotated 45 ° clockwise. Then, at the same time, the drive rod 10 is shifted downward from the position of FIG. 3 into the position of FIG. 5 and the catch 56 is overtaken.

5 in any case return to the functional state in FIG. 1 by releasing the manual operating element 44, whereupon the toothed rack 46 returns to the position in FIG. 1 by the action of the suspension 48 and the latch rod 56a returns to the advanced position of FIG. 1 under the action of the compression spring 58.

Fig. 6 shows the functional state in which the drive rod 10 is in the closed position. This functional state corresponds to that of FIG. 3, but has now not been brought about by turning the lock cylinder core 30b, but instead has been achieved, starting from the functional state of FIG. 1, by turning the manual actuating element 44 by 45 ° in the counterclockwise direction, the manual actuating element above the cam 44c, the gear ring 50, the gear segment 50a, the gear 52 and the rack 54 has taken the drive rod 10 and the drive rod 10 conversely via the displacement output 38, the displacement and locking mechanism B, the shaft 36 and the first gear transmission A, the shaft 34 has taken twice by 360 ° according to the first partial rotation path and the lock cylinder core 30b has either also rotated, namely when the key has been inserted or has not rotated, namely when the key has been removed.

When the manual actuating element 44 is released, it returns to the rest position according to FIG. 3 under the action of the suspension 48 and the functional state then reached corresponds fully to that of FIG. 3. From this state, the functional state of FIG. 4 can be returned are switched by rotating the lock cylinder core 30b by 360 ° in the counterclockwise direction (second partial rotation path).

The return from the functional state of FIG. 6 to the functional state of FIG. 1 takes place in any case first by releasing the manual operating element 44, so that the functional state of FIG. 3 is reached and then either by turning the lock cylinder core 30b and twice 360 ° in Clockwise (first partial rotation) or by turning the manual control element 44 by 45 ° clockwise.

It is now assumed that the espagnolette lock is installed in a patio door, the occasionally can also be used as a front door. The espagnolette lock is equipped with a doorknob on the inside and a turn knob on the outside. In the functional state of FIG. 1, the patio door is only snapped shut. If there is no key available, it can also be opened from the inside by the door handle and from the outside by the rotary knob by simply pulling the latch back. If a rotary knob is not available on the outside, as is often desired, the case can only be pulled back from the outside of the house by turning the lock cylinder core by means of the key by 45 ° clockwise, thus opening the door. It is assumed that the lock cylinder is a double lock cylinder that can be operated both from the outside and from the inside by means of a key.

If the door is to be closed firmly, for example for reasons of tightness, this can be achieved by moving the drive rod from the open position into the closed position, this displacement of the drive rod being possible both from the outside and from the inside via the locking cylinder, but also from the outside and can be done from the inside via the manual control element, provided that it is accessible from the outside and inside. Is the manual control only accessible from the inside, for. B. only inside a door handle, the transfer of the drive rod into the closed position can only be done from the outside via the lock cylinder.

It is to be assumed that for reasons of convenience_ the user will always move the drive rod in the closed position, if possible, always by means of the manual control element, so that the lock cylinder is only used to move the drive rod when the manual control element is not accessible from the outside and the drive rod is to be moved from the outside. The same naturally applies to the transfer of the drive rod from the closed position into the open position.

If the door is to be locked for security reasons, this can only be done from the outside as well as from the inside only by turning the lock cylinder core over the second partial rotation of 360 °. The same applies to unlocking.

In summary, it can be said that for a large part of all operations the lock cylinder is not used at all, especially not when the manual control element is accessible from the inside and outside, but in many cases not even when the manual control element is only accessible from the inside and that no loads can be transmitted from the drive rod to the lock cylinder because the lock cylinder can either rotate when the drive rod is moved (when the key is inserted) or is uncoupled (when the key is removed).

In FIG. 7, the suspension system acting on the manual operating element 44 and the coupling of the latch 56 to the manual operating element are designed differently than in FIG. 1. The latch rod 156a carries a stop disc 156d. The rack 146 carries a boom 146b which slides with a sliding eye 146c on the latch rod 156a. A soft compression spring 149 is clamped between the stop disc 156d and the sliding eye 146c. The latch bar 156a has a head 156e at its end remote from the latch, which abuts a sliding block 151. The sliding block 151 is slidable on the latch bar 156a and slidably guided in a link guide 153 with end stops 153a and 153b. In the idle state, the sliding block 151 lies against the stop 153a. A transmission rod 155 is articulated at one end to the two-armed lever 60 and carries at its other end a sliding eye 155a which is displaceable on the latch rod 156a.

If the latch 56 is to be withdrawn from the locking cylinder 30, the locking cylinder core 30b is rotated clockwise by the third partial rotation path of 45 °, the two-armed lever 60 being pivoted clockwise and the transmission rod 155 being pulled to the right. The transmission rod 155 takes the latch rod 156a to the right via the sliding eye 155a, which bears against the stop disc 156d, the weak compression spring 149 being compressed and the latch rod 156a migrating through the sliding block 151 into the interior of the stronger compression spring 157.

If the manual control element 44 is turned clockwise, it takes the rack 146 and the extension 146b to the right, so that the sliding eye 146c takes the sliding block 151 and the head 156e to the right against the action of the strong compression spring 157. In doing so, the trap becomes 56 also withdrawn.

When the manual actuator 44 is rotated counterclockwise, the rack 146 and the boom 146b are shifted to the left and the sliding eye 146c moves along the latch rod 156a to the left, compressing the weak compression spring 149.

In FIG. 8, the connection of the manual actuation element 244 to the latch 256 and the lost-motion gear connection C of the manual actuation element 244 to the drive rod 210 are carried out in exactly the same way as shown and described in FIG. 7.

The first gear transmission A comprises the gears A1, A2, A3, A4 and A5. Gear A1 is coaxial with the lock cylinder core (see part 30b in FIG. 7) and can be connected to the lock cylinder core for common rotation by the key tip or a coupling element of clutch 32 controlled by the key tip.

The gears A1, A2, A3, A4 and A5 together form the first gear transmission A.

The gear A5 drives the sliding and Locking mechanism B, namely the gear A5 meshes with a planet gear B1, which carries a sliding cam B2 and a locking cam B3. The sliding cam B2 engages in a sliding slot B4 of the drive rod 210, while the locking cam B3 is intended to engage in a locking slot B5 of the drive rod 210.

The parts B1 to B5 together form the sliding and locking mechanism B.

The pivot bolt 216, the roller block 220 and the slide bolt 222 are configured and driven in the same way as shown in FIGS. 1 to 7.

The transmission gear E comprises a lever E1, which corresponds to the double-armed lever 60 of FIGS. 1 to 7. The double-armed lever E1 is mounted on a bolt E2 fixed to the housing by means of an elongated hole E3 and has an engagement part E4 which is acted upon by a counter-engagement part A6 of the gearwheel A2.

When the lock cylinder core is rotated clockwise by the third partial rotation path, the gearwheel A2 rotates counterclockwise and the counter-engagement part A6 takes the engagement part E4 to the left. As a result, the transmission lever E1 is pivoted clockwise in accordance with the pivoting of the double-armed lever 60 described above for disengaging the latch 56 from the locking cylinder 30. The transmission lever E1 pivots about the bolt E2.

On the other hand, when the lock cylinder core 30 is rotated counterclockwise, the gear A2 rotates clockwise and the counter engagement part A6 lifts off the engagement part E4. Now, however, a 360 ° circumferential path of the lock cylinder core 30 and thus also the gears A1 and A2 is provided, and the counter-engagement part A6 would after a rotation path of approximately 350 ° again push the engagement part E4, which would lead to a fault and therefore not be may. In order to prevent such a malfunction, the epicyclic wheel B1 carries a control cam B6, which engages with the transmission lever E1, by means of a slot E5 of the transmission lever E1. While now in the first partial rotation of the first gear A, the counter-engagement part A6 rotates by approximately 350 °, the engagement of the control cam B6 with the slot E5 of the transmission lever E1 shifts the transmission lever E1 to the right that the left end of the elongated hole E3 counteracts pushes the bearing pin E2 and at the same time the engagement part E4 is disengaged from the circumferential path of the counter-engagement part A6.

It must also be added to the spring system 48 of FIG. 1 that this is less preferred than the spring system shown in FIG. 7, because the spring system 48 according to FIG. 1 can become unstable. A stable spring system as a replacement for the spring system 48 of FIG. 1 could also be based on a prestressed leg spring, which rests with two legs on a stationary stop and a stop on the rack 46.

By connecting the gear assembly C via the drive rod 10 to the displacement and locking mechanism B and the gear drive A, a relatively narrow construction of the drive rod lock is possible for realizing a small backset. Backset is understood to mean the center point distance of the manual actuation element 44 from the faceplate 12. In the example, this distance can be 35 mm.

In FIG. 9, the main assemblies are labeled with the same letters A, B to C etc. as in FIG. 1. Otherwise, analog parts are labeled with the same numbers as in FIG. 1, each increased by 300.

A commercially available profile double lock cylinder 330 with a cylinder core 330b is used. In the lock housing 314 intended for receiving the lock cylinder 330, a gear ring A11 is rotatably mounted, which belongs to a gear part AI of the gear transmission A. The gear ring A11 has an interruption 311, the end edges of which are designed and designed to cooperate with a locking bit 330c of the locking cylinder core 330b. The interruption 311 of the gear ring A11 is dimensioned such that the gear ring can be pushed over the profile bag 330d of the locking cylinder 330 designed as a profile locking cylinder until the end edges of the interruption 311 are in circumferential alignment with the locking key 330c and can be carried along by the locking key. A separating clutch 332 connects to the first transmission part AI, which also includes the transmission ring A11, and a second transmission part All of the first gear transmission A connects to this. The output member of the second gear part All acts on a displacement and locking arm 313, which belongs to the displacement and locking mechanism B and is pivotally mounted in the lock housing 314 about a pivot axis 315. An engagement head 317 at the free end of the shifting and locking arm 313 cooperates with a shifting and locking curve 319, which has a shifting section 319a and a locking section 319b. The displacement and locking curve 319 is attached to a drive part 310a of the drive rod 310. The drive rod 310 can be displaced by pivoting the displacement and locking arm as long as the engagement head 317 is in engagement with the displacement curve section 319a. In Fig. 9, the drive rod 310 is in its upper position, the open position. By pivoting the sliding and locking arm 313 in the counterclockwise direction about the pivot axis 315, the drive rod 319 is displaced in the direction of its closed position, the locking block 320 moving into its closed position and also the slide bolt 322. The slide bolt 322 is from the drive rod 310 via one Cam drive 321 driven. The cam drive 321 is designed such that the slide bolt 322 comes to a standstill when it is transferred to the closed position before the drive rod 310 has reached its lowest point.

It is therefore possible for a locking member 310b of the drive rod 310 to engage in a locking slot 322a of the push lock 322.

When the engagement head 317 comes into engagement with the locking curve section 319b of the locking curve 319, this locking curve region 319b follows approximately a circular curve around the pivot axis 315, so that the drive rod 310 is no longer displaced when the displacement and locking arm 313 pivots further. Forces on the drive rod, which seek to move it upward, ie from the closed position into the open position, are then transmitted via the locking curve section 319b and the shifting and locking lever 313 exclusively to the pivot axis 315 without a moment on the shifting and locking arm 313 arises, which could enter the gear systems of the lock and thus on the lock cylinder.

The drive rod 310 can also be displaced from the manual actuation element 344, specifically via the gear connection C with lost motion. This transmission connection C comprises a double lever CI, which is connected to the displacement and locking lever 313 via a gear part CII. Carriers 344f and 344g are attached to the manual actuation element 344 and are intended for play with the double lever CI, this spit giving the lost-motion gear connection C its name “lost gear”. If the manual control element 344 is pivoted counter-clockwise against the action of the double-acting return spring 348, after driving through the lost motion or play the driver 344g takes the double lever CI clockwise, so that it takes the shifting and locking arm 313 in the counterclockwise direction via the gear part CII . Before the driver 344g engages with the double lever CI, the separating clutch 332 is disengaged by the action of a cam-cam follower pair 323 with a cam 323a arranged on the manual actuating element 344 and a cam follower 323b following this cam 323a, which controls the control input of the separating clutch 332 forms. In this way it is ensured that when the drive rod 310 is displaced from the manual actuating element 344, no movement is transmitted from the displacement and locking arm 313 into the gear part A1 of the first gear transmission A and thus into the locking cylinder 330. The manual actuation element 344 can carry out a clockwise and counter-clockwise rotation in each case by 45 ° with respect to the rest position. When the 45 ° movement in the counterclockwise direction ends, the drive rod 310 reaches its closed position. The engaging head 317 is still in the region of the displacement curve section 319a, specifically at its lower limit. Locking is not possible from the manual control element. Such is only possible in that after release of the actuating element 344 and its return to the rest position shown in FIG. 9 under the action of the return spring 348 with the separating clutch 332 then closed again, the lock cylinder core 330b by an angle corresponding to the second partial rotation path, i.e. of approximately 360 ° is rotated. At this time, the slide and lock mechanism B comes back into the lock state, that is, the engagement head 317 engages with the lock curve portion 319b. This latter pivoting movement of the shifting and locking arm 313 is transmitted to the double lever CI via the partial transmission CII. The double lever CI is pivoted clockwise beyond its position reached by the previous actuation of the manual actuation element 344 to such an extent that it reaches the engagement area of the driver 344f. This means that unlocking the sliding and locking mechanism B from the locked position is not possible from the manual control element. Unlocking is rather only possible by turning the lock cylinder core 330b back with an inserted key by an angular distance corresponding to the second partial rotation path, for example again 360 ° clockwise. The shifting and locking arm 313 is rotated clockwise and, with its engagement head 317, reaches the shifting curve section 319a again.

In this case, the double lever Cl is returned to a position via the partial transmission CII in which it can be taken by the driver 344f when the manual operating element 344 is rotated clockwise. Now the actuating rod 310 can be moved clockwise by actuating the manual actuating element: The driver 344f takes the double lever CI in the counterclockwise direction and the displacement and locking arm 313 is pivoted clockwise via the gear part CII, the driving rod 310 being in its position Fig. 9 shown upper position, ie the open position, returns. A reaction on the gear part AI of the first gear transmission and on the lock cylinder 330 does not take place because the clutch 332 is also opened when the actuating element 344 is rotated clockwise via the cam-cam follower combination 323. The latch 356 can be retracted from the lock cylinder core 330d via the gear part A1, the separating clutch 332, the gear part All and the transmission gear E. Likewise, it is possible to retract the latch from the manual actuating element 344 by rotating it clockwise, specifically via the backlash connection D.

The manual operating element 344 becomes a block in synchronism with the separating clutch 332 Kiervorrichtung 325 controlled, which acts on the transmission part AI and so:

If the manual control element 344 is pivoted clockwise or counter-clockwise into the normal end position, in which the locking position or the open position of the drive rod is reached, the disconnect clutch 332 is opened immediately after the pivoting movement of the manual control element 344, thanks to the shape of the cam 323a. At the same time, the transmission part AI is blocked via the blocking device 325. This means that as long as the separating clutch 332 is open, an adjustment of the gear part AI by turning the lock cylinder core 330b is not possible even when the key is inserted. There is therefore no danger that by rotating the locking cylinder core with the manual actuating element 344 disengaged from the rest position, that phase assignment of the transmission parts AI and All will be lost, which ensures that in the zero position of the locking cylinder core 330b, the drive rod 310 in a correspondingly excellent position, i.e. open position or Lock position, is.

If a new lock cylinder 330 is to be installed, the manual actuating element 344 is moved beyond the normal end position corresponding to the closed position or the open position of the drive rod 310, for example by overcoming a catch or an increased resetting resistance, so that the blocking device 325 again when the separating clutch 332 remains open becomes ineffective. The lock cylinder core can then be rotated into the position in which the lock bit 330c lies within the lock cylinder profile, so that the lock cylinder can be pulled and a new one inserted. All parts of the lock mechanism beyond the separating clutch 332 remain in an excellent position, that is to say the locking or opening position. The core of the newly inserted locking cylinder is then turned until it is in the zero position again. If the manual actuating element 344 is then returned to the basic position and thus the separating clutch 332 is closed again and the blocking device 325 is released, it is again ensured that when the first gear transmission is closed, the zero position of the lock cylinder core is one of the excellent positions of the drive rod 310, i.e. the open position or Corresponds to the closed position.

The drive rod is driven by the locking cylinder

If the lock cylinder core 330b is rotated twice counterclockwise with a suitable key, then the sliding and locking arm 313 also pivots counterclockwise. The engagement head 317 at the free end of the displacement and locking arm engages in the displacement curve section 319a of the drive part 310 and displaces the drive rod 310 into the closed position. The previous double rotation of the lock cylinder core counterclockwise by a total of 720 ° corresponds to the first partial rotation. Through a subsequent third rotation through another 360 ° (second partial rotation path) of the lock cylinder core 330b, the displacement and locking arm 313 is pivoted further and the engagement head 317 slides on the locking curve section 319b to almost the end thereof. As soon as the engagement head 317 is located on the locking curve section 319b, the movement of the drive rod 310 is locked against any restoring forces that may occur. When the drive rod 310 is moved into the closed position, the slide bolt 322 is pushed out to the left via the cam drive 321 and locked by the engagement of the locking member 310b in the locking slot 322a.

If the locking cylinder core 330b is turned back three times 360 ° clockwise, the drive rod 310 is again in the open position according to FIG. 9 and the slide bolt 322 is also turned back into the open position according to FIG. 9.

The drive rod is driven by the manual control element

The manual operating element 344 can be rotated without the locking cylinder core 330b also rotating. When the manual control element 344 is rotated counterclockwise, the lower end of the double lever CI is pivoted by the driver 344g in such a way that a rotational movement in the counterclockwise direction is transmitted via the partial transmission CII to the displacement and locking arm 313, which movement of the drive rod 310 into the closed position causes. The manual control element 344 is pivoted about 45 ° counterclockwise and against the action of the return spring 348. If, starting from this locking position of the drive rod 310, which is achieved by rotating the manual actuation element 344 by 45 ° in the counterclockwise direction, the locking state is to be brought about, this is not possible by turning the manual actuation element 344 further, but only by the lock cylinder core 330b corresponding to the second partial rotation path in the direction of 360 Is turned counterclockwise.

After unlocking, which in turn can only be effected by turning the lock cylinder core 330b, this time clockwise, the drive rod 310 can be turned back into the open position by pivoting the manual control element 344 clockwise from the rest position by 45 °. The lower end of the double lever CI is acted upon by the driver 344f.

Actuation of the latch by the lock cylinder

By a partial rotation of the lock cylinder core 330b by approx. 45 ° to 180 ° clockwise, the latch 356 is pulled back via the first gear transmission A and the transmission transmission E. The transmission mechanism E is designed so that on the one hand a rotation of the lock cylinder core 330b in the counterclockwise direction has no effect on the latch 356 and on the other hand a pushing back of the latch against the action of the spring 358 has no effect on the transmission mechanism E and thus on the gear mechanism A has.

Actuation of the trap by the manual control element

The latch 356 can also be withdrawn from the manual actuation element 344 if it is rotated clockwise and thereby possibly also brings the drive rod 310 from the closed position into the open position. The retraction of the latch 356 from the manual actuating element 344 takes place via the retracting connection D. This is designed such that a rotation of the manual actuating element 344 in the counterclockwise direction has no influence on the latch and that the latch 356 is pushed back by hand or by engagement with a frame has no effect on the retracting connection D and on the manual actuating element 344.

10, the first transmission part AI of the gear transmission A comprises the gear ring A11. This gear ring A11 meshes with the large sprockets A13a of double gears A13. The small sprockets A13b of the double sprockets A13 mesh with the large sprocket A15a of a double sprocket A15. The small sprocket A15b of the gear A15 meshes with the large sprocket A17a of a double gear A17. The small sprocket A17b meshes with the large sprocket A19a of a double gear A19. The small ring gear A19b of the double gear A19 meshes with a toothed ring A21, which is mounted concentrically to the manual operating element 344, but can be rotated independently of the manual operating element 344. The toothed ring A21 engages in a tooth segment A23a of a double gear A23. Another ring gear A23b of the double gearwheel A23 engages in a gearwheel A25 which engages a toothed segment A27a of the displacement and locking arm 313.

The double gear A19 is mounted on a joint plate 332a, which is pivotable about the axis of rotation of the double gear A19. The connection between the double gear A17 and the double gear A15 can be released by pivoting the joint plate 332a clockwise around the axis of rotation of the double gear A19. Therefore, the sprockets A15b and A17a together with the link plate 332a constitute the disconnect clutch, which is generally designated 332 in FIG. 9. The gear part AI comprises the parts A11 to A15b. The transmission part All comprises the elements A17a to A27a.

A lever arm 323u is provided for actuating the separating clutch 332, which is pivotably mounted at 323v and carries the cam follower 323b. This cam follower 323b is in engagement with the cam 323a, which is molded onto the manual actuation element 344. The free end of the lever 323u acts on a stop step 332b of the link plate 332a in order to pivot it and thus disengage the separating clutch 332.

The double lever CI already known from FIG. 9, which can be pivoted about the axis of rotation of the double gear A23 and with its lower end, as already shown in FIG. 9, cooperates with the drivers 344f and 344g, carries a toothed segment C11, which with the already mentioned tooth segment A27a of the shifting and locking arm 313 meshes or with another concentric tooth segment.

The gear connection C comprises the drivers 344f and 344g, the double lever CI, the tooth segment C11 and the tooth segment A27a.

The blocking device is shown in detail in FIG. 11 and designated 325. This blocking device 325 comprises a blocking lever 325a which is pivotable about a cutting edge bearing 325b, can engage at one end in the double gear A13 and is acted upon by a cam follower pin 325c and a biasing spring 325d. The cam follower pin 325c is in engagement with a control cam 325f of a control slide 325e, which is carried along by a push rod 327 in its sliding direction (see also FIG. 9). As indicated in FIGS. 9 and 10, the push rod 327 is driven by a driving device 329, which converts the rotary movement of the manual operating element 344 into a displacement movement of the push rod 327.

The control curve 325f has three raised plateaus and between them two recessed plateaus. The cam follower pin 325c is located on the central raised plateau when the manual operating element 344 assumes its rest position shown in FIG. 9 and FIG. 10.

Then the blocking lever 325a is out of engagement with the double gear A13 and the transmission part AI is unlocked. When the manual operating element 344 is pivoted in one direction or the other, the cam follower pin 325c comes into engagement with one of the recessed plateaus, so that the blocking lever 325a engages in the double gear A13 and the transmission part AI is blocked. When the manual operating element 344 is pivoted beyond the normal disengagement path to bring about the open position or the closed position, the cam follower pin 325c comes into engagement with one of the terminal raised platons, so that the clutch 332 is simultaneously opened and the transmission part AI are released. Then, as described above, the lock cylinder 330 can be replaced.

The cam drive 321, which is shown schematically in Fig. 9, comprises a cam 321 a, which cooperates with a cam follower lever 321b. This cam follower lever 321b interacts with the slide bolt 322 via an elongated bolt connection 321c.

The withdrawal connector shown with D in FIG. 9 10 is formed by a retraction cam 344h of the manual actuation element 344, this retraction cam 344h cooperating with a hook 356a at the tail end of the trap 356.

The transmission gear E from FIG. 9 is realized in FIG. 10 by a cam E11, which is fixedly attached to the gear A21 and, when this gear A21 rotates in the counterclockwise direction, acts on a transmission lever E13, which in turn engages in a recess 356b on the tail part of the trap 356 engages.

The return spring 348 defines a stable position of the push rod 327. It is a helical compression spring, one half of which is received by a stationary socket 331 and the other half by a movable socket 327a which is attached to the push rod 327.

Claims (29)

1. Drive-rod lock comprising

a drive-rod (10) displaceable between an opening position and a closure position in combination with at least one lock element (16, 20, 22)

a lock cylinder (30),

a first toothed-wheel gearing (A) between the lock cylinder (30) and the drive-rod (10) for displacing the drive-rod (10) between the opening position and the closure position, and

a manual actuation element (44) initially stressed into a rest position, in gear connection (C), affected by idle motion, with the drive-rod (10) in such a way that a displacement of the drive-rod (10) deriving from the manual actuation element (44) is possible, but a displacement of the drive-rod (10) deriving from the lock cylinder (30) results in no movement of the manual actuation element (44),

where the first toothed-wheel gearing (A) is connected with a displacement and blocking mechanism (B) of the drive-rod (10), which mechanism on rotation of the first toothed-wheel gearing (A) from the lock cylinder (30) over a first partial rotation path shifts the drive-rod (10) between the opening position and the closure position and which, on rotation of the first toothed-wheel gearing (A) from the lock cylinder (30), over a second partial rotation path adjoining the first partial rotation path at one end, blocks the drive-rod directly, that is without substantial supporting action by the lock cylinder (30),

and where a separator clutch (32) is provided between the lock cylinder core (30b) and the drive rod (10), characterised in that

either the separator clutch (32) is interposed, as a separator clutch (32) operable by key insertion, between the lock cylinder core (30b) and the first toothed-wheel gearing (A) in such a way that when the key is withdrawn the first toothed-wheel gearing (A) is rotatable without the lock cylinder core (30b) and when the key is inserted the gearing (A) is rotatable with the lock cylinder core (30b), or in that the separator clutch (332) is formed by two successive clutch gear wheels (A15b, A17a) of the first toothed-wheel gearing (A), of which the one (A17a) is mounted on a joint plate (332a), this joint plate (332a) for its part being swingable out about a pivot axis parallel to the toothed wheel axes, and this pivot axis coinciding with the rotation axis of a further toothed wheel (A19) adjacent to the clutch position, and where the manual actuation element (344), acting upon the joint plate (332a) separates the two successive clutch gear wheels from one another within the idle motion in the gear connection (C) affected by idle motion.

2. Drive-rod lock according to Claim 1, characterised in that the manual actuation element (44) is in a pullback connection (D) affected by idle motion with a catch (56) so that it permits of pulling back the catch (56) without being rotated by pressing back of the catch (56), while the movement of the manual actuation element (44) which effects the displacement of the drive-rod (10) out of the closure position into the opening position at the same time effects the retraction of the catch (56).

3. Drive-rod lock according to Claim 2, characterised in that the first toothed-wheel gearing (A) is connected with the catch (56) through a transmission gearing (E) in such a way that by rotation of the toothed-wheel gearing (A) by means. of the key over a third partial rotation path adjoining the first partial rotation path at the other end, the catch (56) is retractable.

4. Drive-rod lock according to one of Claims 1 to 3, characterised in that the gear connection (C) affected by idle motion is formed by a second toothed-wheel gearing (44, 44c, 50b, 50, 52, 54) which co-operates with a toothed rack (54) of the drive rod (10).

5. Drive-rod lock according to one of Claims 3 and 4, characterised in that the transmission gearing (E) is formed by a lever linkage (E1) which can be subject to action with an engagement part (E4) by a counter-engagement part (A6) of the first toothed-wheel gearing (A) during the third partial rotation path, and can be shifted out of the path of rotation of the counter-engagement part (A6) by the first toothed-wheel gearing (A) during the first partial rotation path.

6. Drive-rod lock according to one of Claims 1 to 5, characterised in that the displacement and blocking mechanism (B) is formed by a planetary wheel (B1), driven by the first toothed-wheel gearing (A) and having a shift dog (E2) and a blocking dog (B3) for engagement in each of corresponding slots (B4 and B5 respectively) of the drive-rod (210) or of a part connected with the drive-rod for common displacement.

7. Drive-rod lock according to Claim 5 or 6, characterised in that the engagement part (E4) is controlled by the planetary wheel (B1).

8. Drive-rod lock according to one of Claims 1 to 7, characterised in that the manual actuation element is deflectable, starting from a rest position, against spring force (48) in two opposite directions.

9. Drive-rod lock according to one of Claims 1 to 8, characterised in that at least one lock element (22) is guided displaceably and controlled by the drive-rod (10).

10. Drive-rod lock according to one of Claims 1 to 9, characterised in that an input toothed wheel (A1) of the first toothed-wheel gearing (A) is arranged coaxially with the lock cylinder core (30b) and is connectable therewith by a clutch part actuated by the key, for common rotation.

11. Drive-rod lock according to one of Claims 1 to 10, characterised in that the first partial _Totation path corresponds to n times 360° of the input toothed wheel (A1), where n is equal to 1 to 3, preferably n = 2, and where the displacement distance of the drive rod (10) amounts to 10 to 30 mm., preferably about 20 mm.

12. Drive-rod lock according to one of Claims 1 to 11, characterised in that the second partial rotation path corresponds to m times 360° of the input gear wheel (A1), where m = 1 or 2, preferably m = 1.

13. Drive-rod lock according to one of Claims 3 to 12, characterised in that the third partial rotation distance corresponds to o times 360° of the input gear wheel (A1), where o = to 1.

14. Drive-rod lock according to one of Claims 1 to 13, characterised in that the rotation distance of the manual actuation element (44) for the displacement of the drive-rod between opening and closure positions and for the retraction of the catch amounts to p times 360°, where p = l to 4.

15. Drive-rod lock according to one of Claims 1 to 14, characterised in that the gear connection (C) having idle motion is a double-action gear connection (C) which permits the shifting of the drive-rod (10) between the opening position and the closure position, in both directions of displacement.

16. Drive-rod lock according to one of Claims 1 to 3, 8, 9 and 11 to 15, characterised in that a blocking device (325) is provided which blocks the lock cylinder core (330b) in dependence upon the opening of the separator clutch (332) and vice versa.

17. Drive-rod lock according to Claim 16, characterised in that the blocking device (325) acts upon a gear part (Al), placed between the separator clutch (332) and the cylinder core (330b), of the first toothed-wheel gearing (A).

18. Drive-rod lock according to one of Claims 1 to 3, 5, 8, 9 and 11 to 17, characterised in that for the actuation of the separator clutch (332) a cam-cam follower pairing (323) controlled from the manual actuation element is provided.

19. Drive-rod lock according to one of Claims 16 to 18, characterised in that the blocking device (325) comprises at least one cam-cam follower pairing (325c, 325e).

20. Drive-rod lock according to one of Claims 16 to 19, characterised in that the manual actuation element (34A) is settable into a lock cylinder exchange position in which both the separator clutch (332) is open and the blocking device (325) is released.

21. Drive-rod lock according to one of Claims 1 to 3, 5, 8, 9 and 11 to 20, characterised in that the lock cylinder (330) is a conventional lock cylinder with lock bit hub and lock bit (330c) and in that the lock bit acts upon a gearing ring (A11), surrounding the lock bit hub, of the first toothed wheel gearing (A).

22. Drive-rod lock according to Claim 21, characterised in that in the case of a profiled lock cylinder (330) the gear ring (A11) has an interruption (311) the circumferential width of which is so dimensioned that the gear ring (A11) is pushable on to and withdrawable from the lock cylinder (330) in its axial direction, that the lock bit (330c) co-operates with the mutually opposite defining faces of the interruption (311) and that two parallel-acting toothed wheels (A13b) adjoin the gear ring (A11) within the first toothed-wheel gearing (A).

23. Drive-rod lock according to one of Claims 21 and 22, characterised in that the clear internal diameter of the gear ring (A11) is adapted, with a view to the accommodation of lock cylinders (330) of different diameters, to the largest occurring lock cylinder diameter.

24. Drive-rod lock according to one of Claims 1 to 23, characterised in that the shift and blocking mechanism (B) comprises a shift and blocking arm (313) pivotable by the lock cylinder (330) or by the manual actuation element (344), which arm engages with its free end in a shift and blocking cam (319) on the drive-rod (310).

25. Drive rod according to one of Claims 1 to 24, characterised in that the gear connection (C) affected by idle motion is interrupted when the shift and blocking mechanism (B) is in the blocked condition.

26. Drive-rod lock according to Claim 1, comprising

a drive rod (10) displaceable between art opening position and a closure position, in combination with at least one lock element (16, 20, 22),

a lock cylinder (30),

a first toothed-wheel gearing (A) between the lock cylinder (30) and the drive rod (10) for displacing the drive rod (10) between the opening position and the closure position, and

a manual actuation element (44) initially stressed into a rest position, in gear connection (C) affected by idle motion, with the drive rod (10), in such manner that a shift of the drive rod (10) from the manual actuation element (44) is possible, but a shift of the drive rod (10) from the lock cylinder (30) does not result in any movement of the manual actuation element (44),

where a separator clutch (32,332) is provided in series with the first toothed-wheel gearing (A) between the lock cylinder (30, 330) and the drive rod (10, 310), which uncouples the lock cylinder (30, 330) from the gearing (C) affected by idle motion, for the case of an action upon the manual actuation element (44, 344) with the key withdrawn, and where

the first toothed wheel gear (A) is connected with a shifting and blocking mechanism (B) of the drive rod (10, 310), which mechanism on rotation of the first toothed-wheel gearing (A) from the lock cylinder (30, 330) over a first partial rotation path shifts the drive rods (10, 310) between the opening position and the closure position and which on rotation of the first toothed-wheel gearing (A) from the lock cylinder (30, 330) over a partial rotation path adjoining the first partial rotation path at one end blocks the drive rod (10, 310) directly, that is without substantial supporting action by the lock cylinder (30, 330). characterised in that the drive rod (10, 310) is substantially stationary during. the last-mentioned partial rotation path.

27. Drive-rod lock according to Claim 1, for a door or a window, comprising a housing (12, 14), a manual actuation element (44) accommodating a door knob or a turning handle, the rotation axis of which is arranged perpendicularly of the door or window surface, and a gear connection (C), affected by idle motion, between the manual actuation element (44) and a drive rod group (10) guided in the housing (12, 14), which groups is in connection with engagement elements (54) of the drive rod (10), characterised in that the gear connection (C) affected by idle motion comprises a plurality of series-connected gear elements (44c, 50a, 52) acting upon one another and each rotatable about rotation axes fast with the lock housing, and in that individual gearing elements (44c, 50a, 52) overlap in their extent perpendicularly to their axes of rotation and perpendicularly to the direction of drive-rod movement.

28. Drive-rod lock according to Claim 27, characterised in that one (50a) of the gearing elements (44c, 50a, 52) acts as step-up lever.

29. Drive-rod lock according to one of Claims 27 and 28, characterised in that an engaging dog (44c) connected with the manual actuation element (44) engages in a segment aperture (50b), peripherally over-dimensioned compared with the engaging dog (44c), of a gearing ring (50), in that this gearing ring (50) is mounted rotatably about the axis of the manual actuation element (44), in that on the gearing ring (50) a toothed segment (50a is fitted having a toothing radius exceeding the lever arm of the engaging dog (44c), in that the toothed segment (50a) is in engagement with a toothed wheel (52) mounted fast with the housing, in that the toothed wheel (52) is in engagement with a rack (54) fast with the drive rod and in that the axis of rotation of the toothed wheel (52) is offset in relation to the axis of rotation of the gearing ring (50) in the direction of movement of the drive rod in such a way that the toothed wheel (52) and the toothed segment (50a) overlap in a direction perpendicular to the direction of movement of the drive rod and likewise perpendicular to the axis of rotation of the manual actuation element (44)..

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