EP0472774A1 - Locking system - Google Patents

Abstract

The invention relates to a fixing system for use in a window or door, this fixing system comprising a second gear unit (18) mounted on the second casement leg (16a) between the two transverse legs (12a, 12b), a second espagnolette assembly (20) mounted on the second casement leg (16a) parallel to this and having two second espangolette elements (22,24), oppositely movable parallel to the second casement leg (16a,) by the second gear unit (18), and having a second espagnolette end bolt (22a, 24a) on each of the two second espagnolette elements (22, 24), for engagement into corresponding second espagnolette end-bolt receptacles (12c, 12c) of the two transverse legs (12a, 12b), this fixing system comprising furthermore, a first gear unit (26) mounted on the first casement leg (16a) between the two transverse legs (12a, 12b), cross-latch means (28), having at least one casement-spanning cross-latch (28) for engagement into cross-latch receiving means (30) mountable on the second casement leg (16a), being controllable by the first gear unit (26), and furthermore casement-spanning cross-bolt means (32, 36, 38), for engagement into cross-bolt receiving means (33) to be mounted on the second casement leg (16a), being controllable by the first gear unit (26). Mounted on the first casement leg (14a) is a first espagnolette assembly (34) movable in the longitudinal direction of the first casement leg (14a) by the first gear unit (26) and extending over a predominant part of the length of the first casement leg (14a), and the cross-bolt means (32, 36, 38) comprise a multiplicity of espagnolette-controlled cross-bolts (36, 38) located outside the first gear unit (26). <IMAGE>

Description

The invention relates to a locking system for use with a window or a door, this window or this door comprising a stationary frame and two wing frames pivotally mounted on this frame about mutually parallel pivot axes, of which two wing frames a first wing frame for frequent pivoting movement by one the first pivot axis is determined between an open position and a closed position and a second sash frame is intended for the less frequent pivoting movement about a second pivot axis between a closed position and an open position, the two sash frames each having a sash leg distant from the associated pivot axis, the first sash frame one first wing frame leg and the second wing frame a second wing frame leg, wherein further the first wing frame leg and the second wing frame leg in the closed position of the associated n casement immediately, i.e. without interposing a border-fixed intermediate leg, with the second wing frame in the region of the second wing frame leg being able to be determined by second fixing means on transverse legs of the border which are essentially orthogonal to the first and the second wing frame leg, further the first wing frame in the region of the first wing frame leg can be ascertained by first locking means on the second wing frame leg, this locking system comprises a second gear unit attached to the second wing frame leg between the two transverse legs, a second drive rod assembly attached to the second wing frame leg parallel to the second wing frame leg with two movable in opposite directions by the second gear unit parallel to the second wing frame leg second drive rod elements and a second drive rod end bar on both second drive rod elements for engagement in Corresponding second connecting rod end bolt receptacles of the two transverse legs of this locking system further comprising a first gear unit attached to the first casement leg between the two transverse legs, transverse trap means with at least one transversal latch trap across the cascade for engagement in transverse trap receptacle means which can be attached to the second casement leg, wherein the first can also be controlled Gear unit cross-bar cross bar means for engaging in cross bar receiving means to be attached to the second wing frame leg are controllable.

From DE-PS 29 14 377 a locking system of the type mentioned emerges, in which the first gear unit controls a cross latch and a cross slide bolt. In order to fix the first casement on the second casement or on the second casement leg, the cross latch and the transversal bolt engage in a transversal bolt receptacle or transverse latch receptacle arranged on the second casement leg. The first casement is therefore only fixed to the second casement via the cross latch and the crossbar. If the sash frames have a relatively large height when installed, the two sash frames can be in their end regions, ie. near the cross legs of the border, no longer close tightly due to warping or dimensional deviations. Apart from the possibly occurring, annoying drafts, a large amount of heat can escape to the environment through the gap occurring between the first and the second casement, and on the other hand, this offers the possibility that unauthorized persons use tools to forcefully open the can attach one or both casements. In addition, in the locking system which can be found in DE-PS 29 14 377, the second drive rod elements of the second drive rod assembly are arranged at a relatively large distance from the associated faceplate. This means that a corresponding deep groove must be milled out in the second wing frame leg, which means a relatively high amount of work. In addition, the second wing frame leg must have a sufficient material thickness. Furthermore, a bracket is attached to one of the two second drive rod elements of the second drive rod assembly, which bracket is intended to prevent the first sash frame from locking when the second sash frame has not yet been locked. The attachment and manufacture of this bracket requires an additional step, so that the manufacturing process and the assembly of this known locking system is relatively high overall.

The present invention has for its object to provide a locking system of the type mentioned, which ensures a tight, torsion-free closing of the two sash over the length of their wing frame legs with a simple structure.

The above object is achieved in that a first drive rod assembly is attached to the first sash leg and a first drive rod assembly, which is movable by the first gear unit in the longitudinal direction of the first sash leg and extends over a major part of the length of the first sash leg, and in that the transverse locking means have a plurality of them outside of the first gear unit located, rod-controlled crossbar.

The proposed solution enables the two sash frames to be locked together over the entire length of their sash frame legs so that there is no gap with the disadvantages described above. In this case, the cross bar located outside the first gear unit is controlled in a simple manner by the first drive rod assembly. This enables, among other things, that the entire locking system can be constructed as a modular system, whereby individual assemblies or assemblies, such as the first and second drive rod assemblies and the first and second gear units, can each be derived from one and the same component.

The crossbars can have very different shapes. It when the drive rod-controlled crossbars are designed as pivoting crossbars, which are pivotable about an axis substantially orthogonal to a sash plane of the first sash frame, is particularly advantageous. In their inoperative position, the crossbars can enter the first casement leg so far that they are no longer visible from the outside.

In principle, there is the possibility that the crossbars only have crossbars arranged outside the first gear unit. However, it is also conceivable that the transverse locking means comprise at least one transverse sliding bolt arranged in the area of the first gear unit.

In order to prevent the first wing frame from being locked before the second wing frame is locked, it can further be provided that at least a part of the transverse latch receiving means and the transverse bolt receiving means can be controlled by the second drive rod elements in a state of inability to receive such that in a Release position of the second drive rod elements, in which the second drive rod end bolts are withdrawn from the second drive rod end bolt receptacles, the cross latch means or the cross bolt means cannot be inserted into the associated cross latch receiving means or cross bolt receiving means.

This can be achieved in that the second drive rod elements bear directly on the transverse latch receiving means or transverse bolt receiving means. If the second casement is not yet locked, the second drive rod elements, which are in their unlocked position, prevent the at least part of the transverse latch means and the transverse latch means from being retracted.

In principle, there is the possibility that the first and second gear units can be arranged anywhere between the transverse legs of the casing. Since the first and second grain units are actuated with actuating elements that are visible from the outside, such as a latch or a doorknob or a handle, for optical reasons, it is particularly advantageous if the first gear unit and the second gear unit are directed in the direction of one to the first and to the other second pivot axis vertical connecting line are arranged in alignment with each other.

The second drive rod elements of the second gear unit are moved in opposite directions for locking and unlocking the drive rod end bolts of the second drive rod elements. This can be done on the one hand by two different actuating elements. In order to achieve actuation of the second drive rod elements with only a single actuation element, it is further proposed that the second gear unit be designed with a reversing gear between the two second drive rod elements.

So that the first drive rod assembly has a particularly simple construction, it is further proposed that the first drive rod assembly have a single first drive rod or two first, always rectified, movable drive rod elements.

In order to prevent one or both sash frames from being opened by an unauthorized person, it can further be provided that at least the first gear unit comprises a first locking device which allows the first drive rod assembly to be locked in a locking position in which the cross latch means and the cross locking means enter the cross latch receiving means and the crossbar receiving means are controlled. To increase safety, it can also be provided that the second gear unit comprises a second locking device which allows the locking of the second drive rod assembly into a locking position in which the second drive rod end bolts are inserted into the second drive rod end bolt receptacles of the cross arms. The locking device can be configured lockable by a lock cylinder.

The first gear unit can be constructed very differently. A particularly advantageous construction is achieved in that the first gear unit is designed with a housing, with a follower follower rotatably mounted in the housing about an axis perpendicular to the plane of the first sash frame, and rotatable by a push-piece or knob, with a return spring which holds the follower follower biased in a rest position that it can be rotated in opposite directions from the rest position, along a faceplate of the housing guided first drive rod assembly and with a transmission linkage, which includes the lever follower to the first drive rod assembly and has play, and includes a transmission lever, for shifting the first drive rod assembly, the rotation of the follower nut in a first direction of rotation for shifting the first drive rod assembly into a locking position and the rotation in a locking position leads to the second direction of rotation for moving the first drive rod assembly into an open position and the play in the transmission linkage after the respective drive rod position has occurred when the pusher or knob is released allows the follower nut to be returned to its rest position by the return spring while leaving the first drive rod assembly in the respective drive rod end position reached , wherein the transmission linkage further comprises a control element, which is in the vicinity of one, opposite the faceplate The boundary edge of the housing is guided parallel to the first connecting rod assembly, this control element being coupled to the control nut essentially without play, the restoring spring acting on the control element, the transmission lever being designed as a two-armed transmission lever, which is located at a central point between the first connecting rod assembly and the control element is mounted on the housing, has a first shorter lever arm in play-related engagement with the control element and a longer lever arm in engagement with the first connecting rod assembly, wherein the follower nut acts on at least one transverse latch of the transverse latch means, which acts by means of a latch spring is biased towards a pre-closed position, with the first drive rod assembly being coupled to a crossbar which is slidably guided in the housing perpendicular to the faceplate and between In a closed position corresponding to the locking position of the first drive rod assembly and a closed position corresponding to the open position of the first drive rod assembly, a first locking device can also be attached to the housing, which locks the displacement of the first drive rod assembly from its locked position into its open position allowed. This gives the first gear unit an extremely compact and space-saving design. This also makes it suitable as a basic element of a modular system from which further gear units can be derived.

In order to simplify the manufacture of the first and second gear unit, it can further be provided that the second gear unit from the first gear unit while maintaining the housing, the associated faceplate, the follower, the return spring, the control element and the transmission lever and with removal of the cross latch and of the crossbar is derived from the first gear unit, wherein the transmission lever engages one of the two second drive rod elements and this one second drive rod element is connected to the other drive rod element by a reversing gear mechanism. Here, the motion reversal gear can be provided outside the second gear unit.

The structure of the locking system according to the invention can be further simplified in that outlet openings of the faceplate of the second gear unit, which have become free by omitting the cross latch and the crossbar, are used as receptacles for the crossbar and the crossbar of the first gear unit. This eliminates the need for attaching the cross latch and the crossbar of the first gear unit to the second casement.

The structure of the locking system can also be simplified in that the first drive rod assembly and the second drive rod assembly are assigned matching cuff rails, with swivel bolt passage openings being provided in the cuff rail of the first drive rod assembly and being occupied by swivel bolts, and in that corresponding passage openings of the cuff rail not occupied by swivel bolts serve second locking rod assembly as bolt receptacles for the swivel bolts of the first driving rod assembly.

In order to be able to attach the first and second gear unit to different faceplate drive rod assemblies, it is further proposed that the first and the second gear unit be detachably connected to each faceplate drive rod assembly.

The receiving means for the transverse latch means and the transverse locking means can be provided in the second casement leg. For this purpose, several depressions must be provided on the corresponding stud, into which the latch means and the latch means engage when the first casement is locked. For example, a multiple milling tool can be provided for the production of the recordings, which can produce several recordings at the same time. The production can, however, be simplified if a strip can be placed on an edge surface of the second sash frame facing the first sash frame, to which the receiving means for the transverse latch means and the transverse locking means of the first sash frame are provided. The bar leaves prefabricate itself and can only be attached to the sash frame when it is finally assembled. It is also possible to use different strips for the respective requirements. In addition, there is the possibility that the sash is manufactured identically and can only be distinguished by the bar, for example, in a first and second sash.

In order to achieve the secure locking of the two sash frames, it can be provided that strikers can be attached to the bar, which can be gripped behind by pivot bolts of the first sash frame.

Further advantageous configurations and exemplary embodiments are explained below with reference to the drawing.

• Figur 1 a eine perspektivische Ansicht eines Doppelflügelfensters mit einem ersten ausgeschwenkten Flügelrahmen;
• Figur 1 b eine Abwandlung zu Fig. 1 a;
• Figur 2a, b eine erste Ausführungsform eines erfindungsgemäßen Feststellsystems mit einer abgedeckten ersten Getriebeeinheit und einer geöffneten zweiten Getriebeeinheit sowie einer ersten und zweiten Treibstangenbaugruppe, wobei sich die erste und die zweite Getriebeeinheit sowie die erste und zweite Treibstangenbaugruppe in ihrer Verriegelungsstellung befinden;
• Figur 3a, b eine Darstellung des Feststellsystems gemäß den Figuren 2a, b, wobei sich die erste und die zweite Getriebeeinheit sowie die erste und zweite Treibstangenbaugruppe in ihrer Öffnungsstellung befinden;
• Figur 4a - c vergrößerte Darstellungen der geöffneten ersten Getriebeeinheit gemäß den Figuren 2a - 3b in verschiedenen Öffnungs- und Verriegelungsstellungen;
• Figur 5 eine vergrößerte Darstellung eines außerhalb der ersten Getriebeeinheit an der ersten Treibstangenbaugruppe angeordneten Querriegels gemäß den Figuren 1 a - 3b;
• Figur 6 eine Seitenansicht einer Baueinheit bestehend aus der ersten Getriebeeinheit, der ersten Treibstangenbaugruppe und den außerhalb der ersten Getriebeeinheit angeordneten Querriegeln gemäß den Figuren 2a - 3b;
• Figur 7a, b eine weitere Ausführungsform des erfindungsgemäßen Feststellsystems mit einer abgedeckten ersten Getriebebaueinheit und einer geöffneten zweiten Getriebebaueinheit sowie einer ersten und zweiten Treibstangenbaugruppe, wobei sich die erste und zweite Getriebeeinheit und die erste und zweite Treibstangenbaugruppe in ihrer Verriegelungsstellung befinden;
• Figur 8 eine Darstellung des Feststellsystems gemäß den Figuren 7a, b mit gesperrter zweiter Getriebeeinheit; und
• Figur 9a, b eine Darstellung des Feststellsystems gemäß den Figuren 7a - 8, wobei sich die erste und zweite Getriebeeinheit sowie die erste und zweite Treibstangenbaugruppe in ihrer Öffnungsstellung befinden.

It shows:

• Figure 1 a is a perspective view of a double casement window with a first swing-out casement;
• Figure 1 b shows a modification to Figure 1 a;
• Figure 2a, b a first embodiment of a locking system according to the invention with a covered first gear unit and an open second gear unit and a first and second drive rod assembly, the first and second gear unit and the first and second drive rod assembly being in their locking position;
• 3a, b show the locking system according to FIGS. 2a, b, the first and second gear units and the first and second drive rod assemblies being in their open position;
• 4a-c show enlarged representations of the opened first gear unit according to FIGS. 2a-3b in different opening and locking positions;
• FIG. 5 shows an enlarged illustration of a cross bar according to FIGS. 1 a - 3 b arranged on the first connecting rod assembly outside the first gear unit;
• FIG. 6 shows a side view of a structural unit consisting of the first gear unit, the first drive rod assembly and the crossbars arranged outside the first gear unit according to FIGS. 2a-3b;
• 7a, b show a further embodiment of the locking system according to the invention with a covered first gear unit and an open second gear unit as well as a first and second drive rod assembly, the first and second gear units and the first and second drive rod assemblies being in their locking position;
• Figure 8 is an illustration of the locking system according to Figures 7a, b with locked second gear unit; and
• 9a, b show the locking system according to FIGS. 7a-8, the first and second gear units and the first and second drive rod assemblies being in their open position.

In Figure 1, a double casement window 10 is shown with a locking system according to the invention, shown schematically. The double casement window 10 comprises a window frame forming a stationary bezel 12 and two casement frames 14, 16 pivotably mounted on this bezel 12 about parallel pivot axes S1, S2. Of these two casement frames 14, 16, the first casement 14 is for frequent pivoting movement about a first pivot axis S1 is determined between a closed position in which the two sash frames 14, 16 lie close to one another and an open position in which the sash frames 14, 16 are separated from one another, whereas the second sash frame 16 for the less frequent pivoting movement about the second pivot axis S2 between the Closed position and the open position is determined. Of course, the first and second casements 14, 16 can be brought from the open position back to the closed position. In Figures 1 a, b, the first and second casement 14, 16 are shown in the half-open position.

The two casement frames 14, 16 each have a casement leg 14a, 16a remote from the associated pivot axis S1, S2, the casement leg of the first casement 14 being referred to as the first casement leg 14a and the casement leg of the second casement 16 being referred to as the second casement leg 16a. The first wing frame leg 14a and the second wing frame leg 16a lie gene in the closed position of the sash 14, 16 directly, that is, without the interposition of a fixed leg between each other.

The locking system shown in FIG. 1 comprises a second gear unit 18 mounted in the second wing frame leg 16a between two transverse legs 12a, b of the skirt 12 and a second gear unit 18a mounted in the second wing frame leg 16a, which extends almost over the entire length of the second wing frame leg 16a, second drive rod assembly 20 with two second drive rods 22, 24 movable in parallel in opposite directions to the second casement leg 16a by the second gear unit 18 and a second drive rod end latch 22a, 24a on each side of the drive rods 22, 24 for engagement in corresponding drive rod end receptacles 12c, d of the two transverse legs 12a, b of the border 12 (cf. also FIGS. 2a, 3a). The locking system further comprises a first gear unit 26, which is attached in the first wing frame leg 14a between the two cross legs 12a, b of the casing 12 and which controls a cross latch 28, which extends over the wing frame and is arranged in the first gear unit 26, for engagement in a transverse latch receptacle 30 which can be attached to the second wing frame leg 16a. In the first gear unit 26 there is also a cross-slide bolt 32, which also extends over the sash frame and is controlled by the first gear unit 26. The cross latch 28 and the cross slide bolt 32 engage in the locked state of the first casement 14 in receptacles 30, 33 attached to the second casement 16.

The first gear unit 26 also controls a first first drive rod assembly 34, which extends approximately over the entire length of the first wing frame leg 14a. This first drive rod assembly 34 controls, based on FIGS. 1 a and 2a, one each above and below the first gear unit 26,

cross frame cross bar 36, 38, which is designed as a pivot bolt. In the locked state of the first casement 14 with the second casement 16, the swivel latches 36, 38 engage in swivel latch receptacles 40, 42 located on the second casement leg 16, so that the first casement 14 via the cross latch 28, the cross slide latch 32 and the swivel latches 36, 38 is locked with the second casement 16. The approximately uniform distribution of the swivel bolts 36, 38 together with the cross slide bolt 32 ensures that there is no gap between the first and second casements 14, 16 in their closed position and that these are sufficiently securely locked together over the entire length of their casement legs 14a, 16a are.

As can be seen from FIGS. 2a and 2b, the second drive rod assembly 20 is guided with its two drive rods 22, 24 on a faceplate 44 fixedly attached to the second casement leg 16a via guide pins 44a fixed to the faceplate (see FIG. 2b). For this purpose, the two drive rods 22, 24 have longitudinal slots 25 which are penetrated by the guide pins 44a. The guide pins 44a are also provided with widened heads, so that the drive rods 22, 24 rest in tight contact with their flat side on the faceplate 44. The faceplate 44 attached to the second wing frame leg 16a has ends angled by approximately 90 (cf. FIG. 2b), by means of which it is also fastened to the second wing frame leg 16a.

As can be seen from FIGS. 1 a, 2a and 3a, the second gear unit 18 and the first gear unit 26 are arranged in alignment with one another in the direction of a connecting line V perpendicular to the first and to the second pivot axis S1, S2. The receptacle 30 for the cross latch 28 and the receptacle 33 for the cross latch 32 are formed by the second gear unit 18. So that the cross latch 28 and the cross bar 32 can enter the second gear unit 18, the faceplate 44 has two openings 44b and 44c at the level of the second gear unit 18, the dimensions of which correspond to the size of the cross latch 28 and the cross bar 32. The receptacles 40, 42 for the pivot bolts 36, 38 arranged outside the first gear unit 26 are formed by pockets 37 fixedly attached to the faceplate 44 (cf. FIG. 2b). The cuff rail 44 has slot-shaped openings 44d so that the swivel locks 36, 38 can pivot into the receptacles 40, 42 for locking the first casement 14 on the second casement 16. In addition, the two drive rods 22, 24 of the second drive rod assembly 20 are also provided with longitudinal slots 24b. The swivel bolts 36, 38 are designed so that they engage behind the faceplate 44 in the locked state (cf. FIG. 2b).

As can be seen from FIG. 2a, the actuation of the two drive rods 22, 24 of the second drive rod assembly 20 takes place via two sliders 46, 48 arranged in a housing 45 of the second gear unit 18 and arranged one behind the other in a plane perpendicular to the drawing plane of FIG. 2a is the slide 46 at 46a with the lower drive rod 24 in FIG. 2a and the slide 48 at 48a with the one in FIG. 2a upper drive rod 22 firmly connected. This fixed connection can be made, for example, by a riveted connection. The two slides 46, 48 are guided essentially parallel to guide bolts 50a, b fixed to the housing, which pass through the longitudinal slots 46b, 48b of the slides 46, 48. The two sliders 46, 48 are coupled in motion via a double arm lever 52. For this purpose, the double arm lever 52 has a fork-shaped arm 52a on the left in FIG. 2a and a fork-shaped arm 52b on the right in FIG. 2a. The two fork-shaped arms 52a, 52b each engage around a bolt 46c, 48c which is fixedly attached to one of the sliders 46, 48. The double arm lever 52 is pivotally mounted on the guide pin 50a. If the slider 46 is displaced in an vertical direction with respect to FIG. 2a via an actuating device B of the second gear unit 18, which is to be described below, this sliding movement is converted into an opposite movement for the slider 48 by the double-arm lever 52. Starting from the open position of the second gear unit 18 shown in FIG. 3a, when the slide 46, relative to FIG. 3a, is moved downward, the drive rod 24, which is fixedly connected to the slide 46, is also moved downward, while the slide 48 and the drive rod 22 that is firmly connected to it can be moved upward. As a result, the two drive rod end bolts 22a, 24a firmly connected to the drive rods 22, 24 enter the drive rod end bolt receptacles 12c, d located in the transverse limbs 12a, b of the casing 12. These receptacles 12c, d are covered by striking plates, not shown, fixedly attached to the two transverse legs 12a, b. So that the drive rod end bolts 22a, 24a can engage in the receptacles 12c, d of the transverse legs 12a, b, the faceplate 44, which is angled in the end region of the drive rods 22, 24 in the direction of the pivot axis S2, has a passage opening 44e (cf. FIGS. 2b, 3b) . FIGS. 2b, 3b show a top view of the angled end of the faceplate 44 at the lower edge.

As can be seen from FIGS. 3a, b, it is not possible to close the first casement 14 when the second casement 16 is not locked, because on the one hand the opening 44b of the faceplate 44 for the cross latch 28 and the opening 44c of the faceplate 44 for the crossbar 32 the two ends of the drive rods 22, 24 connected to the transverse slides 46, 48 at 46a, 48a are at least partially closed and, on the other hand, the longitudinal slots 44d of the faceplate 44 for the pivot bolts 36, 38 are likewise at least partially closed by the drive rods 22, 24. The first casement 14 cannot be locked in this situation.

In order to be able to lock the first sash 14, the second sash 16 must first be locked. For this purpose, by actuating the actuating device B of the second gear unit 18, the two sliders 46, 48 are moved in opposite directions or in the manner of pliers to one another such that the slider 46 is downward in relation to FIG is moved up. As a result, the two drive rod end bolts 22a, 24a enter the receptacles 12c, d of the transverse legs 12a, b of the border 12. At the same time, the longitudinal slot 44b for the cross latch 28, the longitudinal slot 44c for the cross slide bar 32 and the longitudinal slots 44d for the swivel bar 36, 38 are released. Thus, after locking the second casement 16, the first casement 14 can also be locked. For this purpose, it is closed until the first wing frame leg 14a lies opposite the second wing frame leg 16a. When the first casement 14 closes, the transverse latch 28 passes through the longitudinal slot 44b of the faceplate 44 in a manner to be described below and thus projects into the second gear unit 18. As a result, the first casement 14 is locked only for a temporary locking, ie. by simply actuating the actuation device B of the first gear unit 26, the first casement 14 can be opened easily. Subsequently, actuation of the first gear unit 26, which will be described below, excludes the transverse slide bolt 32, as a result of which it enters the second gear unit 18 through the longitudinal slot 44c of the faceplate 44. Thereupon, by further actuation of the first gear unit 26, which will also be described below, the swivel bolts 36, 38 are swung out, with the intermediary of the first drive rod assembly 34, so that they enter the swivel bolt receptacles 40, 42 through the longitudinal slots 44d. Thus, the first sash 14 is firmly locked to the second sash 16 (see FIG. 2a, b).

As can be seen from FIGS. 2a, b, when the first casement 14 is locked with the second casement 16, this second casement 16 cannot be opened. This is prevented by the slides 46, 48 having stop surfaces 46e, 48e. If the second gear unit 18 were actuated when the first sash frame 14 was locked with the second sash frame 16, the stop surface 46e would contact the lower narrow side of the crossbar 32, based on FIG. 2a strike and strike the stop surface 48e against the upper narrow side of the cross latch 28, also with reference to FIG. 2a. It is sufficient here that only one of the two sliders 46, 48 has one of the two stop surfaces 46e, 48e. Of course, it would also be conceivable that, instead of the stop surfaces 46e, 48e, one of the two drive rods 22, 24 is designed such that when the second gear unit 18 is actuated it strikes the swivel bolt 36, 38 assigned to it. However, a combination is also conceivable in which both the cross slide 46, 48 and the drive rods 22, 24 have stop surfaces.

To open the second casement 16, first unlocking the first casement 14 is necessary. For this purpose, the two swivel bolts 36, 38 are swiveled out of the swivel bolt receptacles 40, 42 by actuating the first gear unit 26 by means of the actuating device B. The crossbar 32 is then also enclosed by actuation of the second gear unit 26. If the cross latch 28 is then pushed out of the second gear unit 18 and out of the longitudinal slot 44b of the faceplate 44 by a further actuation of the first gear unit 26, the first casement 14 can be opened. Now it is also possible to open the second casement 16. For this purpose, by actuating the second gear unit 18, the slide 46, based on FIG. 2a, is moved upward and the slide 48, also based on FIG. 2a, is moved downward, i.e. the two sliders 46, 48 perform a tong-like movement. As a result, the drive rods 22, 24 assigned to them are also displaced upwards (drive rod 24) and downwards (drive rod 22). The drive rod end bolt 22a, 24a assigned to the respective drive rod 22, 24 thereby emerges from the recesses 12c, d of the transverse legs 12a, b of the border 12. Now the second casement 16 can also be opened.

FIGS. 4a-c show an enlarged representation of the structure of the first gear unit 26. Such a gear unit is known for example from European patent application 89 117 141.5. The first gear unit 26 has a housing 54, which consists of a base plate 54a and narrow-side peripheral walls 54b-d and a housing cover, not shown. A drive rod 58 forming the first drive rod assembly 34 is attached to a faceplate 56 fixedly attached to the first casement leg 14a in such a way that the narrow side of the drive rod 58 bears against the broad side of the faceplate 56 in the region of the first gear unit 26 and the pivot bolts 36, 38 , whereby it does not hinder an actuation of the pivot bolts 36, 38 and the cross latch 28 and the cross bolt 32 regardless of their position. Outside of the first gear unit 26 and the swivel bar 36, 38, the drive rod 58 rests with its flat side against the faceplate 56. The drive rod 58 extends substantially over the entire length of the first wing frame leg 14a. The pivot bolts 36, 38 are actuated via the drive rod 58, which is explained in more detail with reference to FIG. 5.

To actuate the first gear unit 26, the latter has the actuating device B, which comprises a follower 60 which can be coupled in a rotationally fixed manner via a square opening 60a by means of an actuating element, not shown, such as a push button or knob. The follower nut 60 has an edge recess 62, in which engages a driver pin 66 fastened to a control element 64 which can be displaced parallel to the movement of the drive rod 58. For limiting the angle of rotation of the actuating element or the follower nut 60, a further, circumferentially extending recess 68 with boundary surfaces 68a, b is provided on the thrust nut 60, which in the swivel range end positions of the actuating element or the push nut 60 on one the lock cover and the Stop pin 70 connecting the lock base 54a.

The control element 64 preferably consists of a carrier plate 72 which is displaceably guided on the housing base 54a and a spring receiving frame 74 which is fixedly arranged on the carrier plate 72. The carrier plate 72 and the spring receiving frame 74 can also be produced in one piece using the casting process. To guide the control element 64, two pins 76a, b are arranged at a distance from one another between the housing base 54a and the housing cover. The support plate 72 has two longitudinal slots 72a, b, one behind the other, with respect to FIG. 4a, which extend essentially in the longitudinal center plane of the support plate 72 and whose average distance from one another corresponds to the distance between the pins 76a, b. The spring mounting frame 74 is provided on the narrow side region with a link guide 74a, b, in which the pins 76a, b engage in the horizontal zero position of the actuating element or the follower 60. The remaining narrow side surfaces together with the inner longitudinal frame surfaces form the spring receiving frame 74, the frame height, viewed perpendicular to the plane of the drawing in FIG. 4a, essentially corresponding to the outer diameter of a helical compression spring 78.

The length of the slots 72a, b increases together from the sine of the circular arc lying between the rotational angle end positions of the driving pin 66 and the diameter of the pin 76a or 76b, a small idle stroke should also be taken into account, so that there are no constraints between the respective end position of the pressure nut 60 and the simultaneous end position of the control element 64 arise.

It is essential that in the rest position of the pressure nut 60, the helical compression spring 78 rests with each of its ends both on the respective pin 76a, b and on stop surfaces 72c, d of the carrier plate 72 or the spring mounting frame 74, so that when the carrier plate 72 is moved downward the helical compression spring 78 remains supported on the lower pin 76b and is compressed by the stop 72c while being lifted off the upper pin 76a and vice versa.

On the side of the control element 64 facing the interior of the housing, an edge recess 80 is provided for the engagement of a short lever arm 82a of a transmission lever 82, which has a further longer lever arm 82b and is pivotably mounted on a bolt 84 fixed to the housing. The end of the shorter lever arm 82a of the transmission lever 82 is approximately circular, while the longer arm 82b forms a fork which engages around a pin 58a fixedly attached to the drive rod 58.

The operation of the drive rod 58 will now be explained. In Figure 4a, the drive rod 58 is in its uppermost position with respect to Figure 4a, i.e. in its open position, the transverse latch 28 being excluded. If the follower 60 is pivoted 45 counterclockwise, the control element 64, since the play is applied between the circular end 82b and the lower end 80b of the recess 80, takes the short lever arm 82a upwards, with the result that the drive rod 58 is simultaneously moved downward in relation to FIG. 4a in the direction of its closed position. The state according to FIG. 4b is established. If the actuating element is then released in this state and the follower 60 returns under the action of the helical compression spring 78 back into the position according to FIG. 4a, the circular end 82b of the transmission lever 82 lies against the upper end surface 80a of the recess 80 without play and a subsequent one Downward displacement of the control element 64 then immediately results in a downward movement of the circular end 82b and thus in an upward movement of the drive rod 58 in the direction of its open position as a result of a rotation of the trigger nut 60 in a clockwise direction.

To exclude the crossbar 32, an angle lever 88 is pivotally mounted on a bolt 86 which is fixed to the housing and which engages over an end of the crossbar 32 which is referred to as the bolt tail 32a. With a fork-like arm 88a, it comprises a locking pin 32b arranged on the locking tail 32a of the crossbar 32. The other arm 88b of the angle lever 88 interacts with a control profile of the drive rod 58. This control profile comprises a profile recess 58b and cams 58c, d facing profile surfaces 58e, f. If the drive rod 58 is moved downward, in relation to FIG. 4a, then it first runs freely with its recess 58b with respect to the arm 88b of the angle lever 88 until the profile surface 58e comes to abut against the arm 58b. Only then does the transverse slide bolt 32 begin to be excluded or pre-closed, with the arm 88b finally running onto the plateau of the cam 58c which runs vertically in FIG. 4a. Then there is no further displacement of the transverse bolt 32, even if the drive rod 58 moves further downward. In this way, a connecting rod locking pin 58g of the connecting rod 58 can move behind a locking shoulder 32c of the crossbar 32 during the remaining downward movement of the connecting rod 58 (see FIG. 4b), so that the crossbar 32 is pushed back in the closed position of the crossbar 32 by the then in its lowest position bolt 58g is suppressed.

In the excluded drive rod and bolt position according to FIG. 4b, the drive rod 58 and also the cross slide bolt 32 can be secured by actuating a locking device L comprising a lock cylinder 90. For this purpose, after a half-turn rotation of the locking bit 90a of the locking cylinder 90 counterclockwise, a tumbler 92 is first raised against the action of a helical compression spring 94, and a bolt 96a of an additional bolt 96 caught in a tumbler niche 92a of the tumbler 92 is released, so that upon further rotation of the locking bar 90a, which engages in a recess 96b of the additional bolt 96 and can then shift the additional bolt 96, based on FIG. 4a, in the direction to the left. The additional latch 96, which is closed to the left in this way, then engages behind the pin 58g, which is fixed to the connecting rod, with a finger 96c, as a result of which the connecting rod 58 is blocked against unauthorized movement upward from the closed position into the open position (cf. FIG. 4b).

FIG. 4b also shows how the pin 58g, which is fixed to the connecting rod, has moved behind the locking shoulder 32c in order to prevent the cross bolt 32 from being pushed back inward without permission. In the pre-closed left end position of the additional bolt 96, the bolt zen 96a of the additional bolt 96 held by the pre-tensioned tumbler 92 by another tumbler niche 92b, so that the additional bolt 96 again assumes a secure position.

It can be seen from FIGS. 4a, b that the additional bolt 96 can only be actuated by the locking bar 90a if the drive rod 58 and the cross slide bolt 32 have been brought into the closed position beforehand, since an angled tumbler 92c lying under the bolt tail 32a of the tumbler 92 on the bolt tail 32a prevents the tumbler 92 from being lifted as long as the crossbar 32 is closed. It should also be mentioned that the tumbler 92 and also the additional bolt 96 are guided displaceably via pin slot guides 97.

4a shows the first gear unit 26 with the drive rod 58 in the open position. When actuating the actuating element and thus the follower 60 in a clockwise direction, only the transverse latch 28 is withdrawn (see FIG. 4c) and the first casement 14 can be opened. Here, the control element 64 is moved downward against the action of the helical compression spring 78 without a torque being exerted on the transmission lever 82, since a play (idle stroke) is provided between the circular lever end 82b and the edge recess 80. If the actuating element is released, then the prestressed control element 64, based on FIG. 4c, moves up again and swivels the actuating element back into the horizontal position.

When the actuating element is actuated counter-clockwise by approx. 45, the control element 64 is pulled upwards, in relation to FIG. 4a, and by the circular lever end 82b resting on the lower boundary surface 80b of the edge recess 80, the transmission lever 82 becomes counterclockwise pivoted about the bolt 84 from the position shown in FIG. 4a into the position according to FIG. 4b. The drive rod 58 is displaced into the closed position by the pin slot connection 58a, 82b. If the actuating element is then released again, the helical compression spring 78 clamped between the pins 76a, b causes the actuating element to pivot back into the horizontal rest position, since the helical compression spring 78 is supported on the one hand on the pin 76a and on the other hand on the narrow side region 72d of the spring receiving frame 74. However, the transmission lever 82 remains in the pivoted position according to FIG. 4b, due to the already mentioned idle stroke between the control element 64 and the transmission lever 82.

When the drive rod 58 and the crossbar 32 are securely locked by the additional bolt 96, actuation of the actuating element downward is blocked, because then the end face 80b of the recess 80 bears against the end 82b of the transmission lever 82, but the lever 82 cannot be pivoted clockwise after it is connected to the drive rod 58 via the pin slot connection 58a, 82b, but this is blocked by the additional bolt 96 via the nose 96c. This is a control effect for the presence of the locking position.

As can be seen from FIGS. 4a, b, the first gear unit 26 has two drive rod stop pins 98, 100, which are fastened to the cover plate. The pin 98 limits the movement of the drive rod 58 upwards and the pin 100 limits the movement of the drive rod 58, based on FIG. 4a, downwards.

The cross latch 28 is automatically pushed back against the force of a spring 102 when the first sash 14 is slammed shut. To open the first casement 14, the cross latch 28 is retracted by means of a cam 60d, the follower nut 60, a latch guide 104 and a latch tail 28a integrally connected to the cross latch 28.

FIG. 5 shows an enlarged representation of the swivel bolt 36. The swivel bolt 36 is received in a housing 106 with a housing base 106a which is fixedly connected to the faceplate 56. The pivot bolt 36 is pivotally mounted about a pivot pin 108 connecting the housing base 106a and the housing cover (not shown). On the side of the drive rod 58 facing the housing base 106a, a toothed rack 110 is fixedly attached to the drive rod 58, for example by riveting. The pivot bolt 36 has a tooth segment 36a which is concentric with the pivot axis 108 and which engages with the rack 110. If the drive rod 58, relative to FIG. 5, is shifted downward, the pivot bolt 36 is pivoted outwards. Accordingly, the pivot bolt 36 is pivoted in again by moving the drive rod 58 upward.

FIG. 6 shows the first gear unit 26 together with the first drive rod assembly 34, the swivel bolts 36, 38 and the first drive rod 58 as a complete structural unit. The drive rod 58 and the faceplate 56 can be combined into an independent assembly; just like the first gear unit 26 and the swivel bolts 36, 38 accommodated in its housing 106, 107. In order to be able to easily attach the housing 54 of the first gear unit 26 to the faceplate 56 or the assembly of faceplate 56 and drive rod 58, this shows Housing 54 mounting place 54e-g on which the faceplate 56 or the assembly of faceplate 56 and drive rod 58 is fastened via fastening elements (not shown). It is pointed out that the fastening points 54e-g are shown in FIG. 2a in connection with the second gear unit, since the housing 45 of the second gear unit 18 is identical to the housing 54 of the first gear unit 26.

The second gear unit 18 has an actuating device B identical to the first gear unit 26 for actuating the sliders 46, 48. It differs from the first gear unit 26 in that the cross latch 28, the cross slide bolt 32, the locking cylinder 90, the tumbler 29 and the additional bolt 96 and the elements directly connected thereto, such as the latch spring 102, are not present. In contrast, the second transmission unit 18 has the follower 60, the control element 64 and the transmission lever 82, which are identical except for their reverse arrangement with the follower 60, the control element 64 and the transmission lever 82 of the first transmission unit 26. The fork-shaped end 82b of the transmission lever 82 engages around a pin 46g fixedly attached to the slide 46. The actuation of the slide 46, 48 via the follower 60, the control element 64 and the transmission lever 87 takes place in an identical manner as described in connection with the actuation of the drive rod 58 of the first gear unit 26 by these elements. If the follower 60 is pivoted counterclockwise by an actuating element of the second casement 16, which is not shown in further detail, the transmission lever 82 is pivoted from the position shown in FIG. 2a into the position shown in FIG. 3a, if the first gear unit 26 is unlocked, whereby the slide 46, based on FIG. 2a, is moved upward and the slide 48, based on FIG. 2a, is moved downward, so that they assume a position according to FIG. 3a. With an opposite rotational movement of the actuating element and thus the follower 60 ', the transmission lever 82 is pivoted back into the position shown in Figure 2a, so that the slide 46, relative to Figure 2a, is moved downward and the slide 48 upward. The effect resulting from the idle stroke between the recess 80 and the transmission lever 82 applies here to the same extent as has been described in connection with the first gear unit 26.

4a-c, the first gear unit 26 has a locking cylinder 90 for actuating the locking device L. This embodiment of the gear unit 26 is designated by I in FIGS. 2a and 3a. As can be seen from FIGS. 2a and 3a, the first gear unit for actuating the locking device L can also be provided with a hub part 110, which also has a lock bit 110a (see FIG. 7a), which actuates the locking device L in the same way as the lock bit 90a of the lock cylinder 90. The hub part 110 has a cross-shaped central passage 110b, via which the hub part 110 can be coupled to a lock cylinder (not shown) and a switching element. Such a hub part is already described in European patent application EP-A 89 117 141.5, to which reference is made here. This embodiment is identified by 11 in FIGS. 2a, 3a, 7a, 8 and 9a, whereas the embodiment with the lock cylinder 90 is designated by 11 in FIGS. 2a, 3a, 4a-c, 7a, 8, 9a.

A further embodiment of the locking system according to the invention is shown in FIGS. 7a-9b. This locking system differs from the locking system according to FIGS. 2a-4c in that the essential components of the second gear unit 18 correspond to the first gear unit 26. In particular, the actuating device B, the locking device L is identical to that of the first gear unit 26. In addition, the second drive rod assembly 20 'partially matches the first drive rod assembly 34. The second gear unit 18 has thus been derived from the first gear unit 26 by removing the transverse latch 28, the transverse latch spring 102, the latch guide 104, the transverse bolt 32 and the angle lever 88. So that after the angle lever 88 has been removed, the spring 94 cannot jump out of its receptacle when the locking device L is actuated, a cover plate 112 has been arranged in the locking device L instead of the angle lever 88, said cover plate being fixedly attached to the housing-fixed bolt 86 and a further housing-fixed bolt 86a is. Instead of the fixed attachment, the cover plate 112 can also be designed such that it fills the space between the spring 94 and the housing cover and therefore only has to be pushed onto the bolts 86 and 86a.

As has been described in connection with the operation of the locking system, and in particular the operation of the second gear unit 18 in connection with the second drive rod assembly 20, when the second gear unit 18 is actuated to lock, the drive rod 22, 24 of the second drive rod assembly 20 are moved in opposite directions . As already stated at the beginning, the second drive rod assembly 20 'is at this off leadership form of the locking system has been derived from the first drive rod assembly 34. However, as has been described in connection with FIGS. 4a-c, the first drive rod assembly 34 consists of a single drive rod 58 which extends approximately over the entire length of the first wing frame leg 14a. Thus, in this embodiment of the locking system, the two drive rod ends 22a , 24a can engage in the corresponding receptacles 12c, d in the transverse legs 12a, b by an opposite movement of the second drive rod assembly 20 ', it is necessary that the drive rod 116 of the second drive rod assembly 20' is divided and provided with a reversing gear 118 ( see Fig. 7b, 9b). The second drive rod assembly 20 'thus also again consists of two drive rods 116a, 116b, one 116a extending approximately over the entire length of the second wing frame leg 16a and the second drive rod 116b only extending over a relatively short length of the second wing frame leg 16b. Of course, it is also possible to divide the length ratio of the first drive rod 116a to the second drive rod 116b of the second drive rod assembly 20 'differently. In all cases, however, the reverse gear 118 is arranged outside the second gear unit 18.

The reversing gear 118 essentially consists of a toothed element 118a, which is rotatably mounted on an axis 120 lying in the plane of the second casement 16. The tooth segment 118a engages with its teeth in corresponding recesses in the drive rod 116a and the drive rod 116b. The drive rods 116a, 116b rest in the area of the reversing gear with their narrow sides, as well as in the area of the second gear unit 18 on the faceplate 44. The drive rods 116a, 116b of the second drive rod assembly 20 'rest with their flat sides on the faceplate 44 over the remaining length of the faceplate 44. As can be seen from FIGS. 7b and 9b, when the second gear unit 18 is actuated, the drive rod 116a is shifted downward, for example in relation to FIG. 7a. As a result, the other drive rod 116b is displaced upward as a result of the rotation of the toothed element 118, with reference to FIG. 7b, so that the two drive rod end bolts 22a, 24a can engage in the receptacles 12c, d of the transverse legs 12a, b of the casing 12.

In this embodiment of the locking system, the second gear unit 18 likewise has a locking device L, by means of which the actuation of the drive rods 116a, 116b can be locked. For this purpose, the drive rod 116a has a profile recess 120 with two pins 120a, 120b and with two stop surfaces 120c, 120d arranged one above the other, based on FIG. 7a. This profile recess 120 is already present in the drive rod 58 of the embodiment according to FIGS. 4a-c. Located in the pin 120a is the pin 58a which is fixed to the connecting rod and which is gripped by the fork-shaped arm 82b of the transmission lever 82. To lock the drive rods 116a, 116b, it is first necessary to bring the drive rods 116a, 116b in their locking position. This takes place in the same way as has been described in connection with the drive rod 58 of the first gear unit 26 in connection with FIGS. 4a-c. If the connecting rods 116a, 116b have reached their locking position (cf. FIG. 8), the additional bolt 96, can be actuated by actuating the hub part 110 by means of a switching element (not shown) or by actuating the alternatively installed locking cylinder 90 by means of a key, which is also not shown. with reference to FIG. 8, in the manner described in connection with FIGS. 4a-c, are shifted to the right. As a result, the additional latch 96 engages in the profile recess 120 of the drive rod 116a (cf. FIG. 7a). As a result, the drive rods 116a, 116b are locked because they strike the additional bolt 96 with the stop surfaces 120c, d. In order to unlock the drive rods 116a, b, it is then only necessary to actuate the hub part 110 or the locking cylinder 90, so that the additional bolt 96, relative to FIG. 7a, is shifted to the left (cf. FIG. 8). As a result, the drive rods 116a, b are released for actuation.

In this second embodiment of the locking system according to the invention with the second gear unit 18 derived from the first gear unit 26, on the one hand there is the possibility that, as was shown in FIGS. 2a-3b, the cross latch 28, the cross slide bolt 32 and the swivel bolts 36, 38 of the first sash 14 through which after removal of these components in the second sash 16 these elements can pass through the free longitudinal slots 44 bd in the faceplate 44 to lock the first sash 14 on the second sash 16. However, this requires a very precise alignment of the first and second casement frames 14, 16 with respect to one another, since the openings or longitudinal slots 44 bd in the faceplate 44 are very closely tolerated and therefore even slight deviations in the alignment result in a malfunction of the locking system . In order on the one hand to be able to use the advantage of being able to derive the second gear unit 18 from the first gear unit 26 and, on the other hand, an exact alignment of the two sash frames 14, 16 is not necessary, a bar designated as a stop bar 122 can be provided on the second wing frame 16, which bar has a T-shaped cross section (see FIGS. 7a-9b). This stop bar 122, which is also shown in FIG. 1 b, is provided with the transverse latch receiver 30 for the transverse latch 28, the transverse slide latch receiver 33 for the transverse slide latch 32 and the swivel latch receptacles 40, 42 for the swivel latch 36, 38 (cf. 9b). The receptacles 30, 33, 40, 42 for the cross latch 28, the cross slide bolt 32 and the swivel bolts 36, 38 can additionally be closed by striking plates 124, as is shown, for example, in FIG. 7a. The stop bar 122 makes it possible to design the sash frames 14, 16 in such a way that they have smooth, identical longitudinal edges, ie no gradations on the sash frame legs 14a 16a.

When the stop bar 122 is used, there is the possibility that the second sash frame 16 can be unlocked independently of the first sash frame 14, since the cross latch 28, the cross slide bolt 32 and the pivot bolts 36, 38 cause movement of the drive rods 116a, b of the second drive rod assembly 20 '. do not hinder, as was the case with the locking system according to FIGS. 2a-4c. Conversely, the first sash 14 can now be locked independently of the second sash 16, since the drive rods 22, 24; 116a, 11 of the drive rod assemblies 20, 20 ′ cannot prevent the cross latch 28, the cross slide bolt 32 and the swivel bolts 36, 38 from being retracted.

FIGS. 7a-9b also show that the first and second gear units 18, 26 and the housings 106 for the swivel bolts 36, 38 are accommodated in pockets of the respective casement 14, 16.

A further modification of the first and second gear units 26, 16 also emerges from FIGS. 7a, 8, 9a. In order to prevent movement of the first and second drive rod assemblies 34, 20 when they are in their unlocked position, a resilient locking element 126 can be provided in the first and second gear unit 26, 18, into which the drive rod-fixed pin 58a is inserted when it is inserted the drive rods 58 and 116a, b are in their unlocked position (cf. FIG. 9a). The spring element 126 is designed as a clamp so that the pin 58a which is fixed to the connecting rod is retained, but can emerge from the spring element 126 when the second gear unit 18, for example, is actuated.

It should also be pointed out that in connection with the use of the locking system according to the invention for a door, the lower receptacle 12 d for the connecting rod end lock 24a can also be located in the floor.

Claims (18)

1. For use with a window or a door, this window (10) or this door comprising a stationary frame (12) and two sash frames (14, 14) pivotably mounted on this frame (12) about mutually parallel pivot axes (S1, S2) 16), Of these two sash frames (14, 16), a first sash frame (14) is intended for frequent pivoting movement about a first pivot axis (S1) between an open position and a closed position, and a second sash frame (16) for less frequent pivoting movement about a second pivot axis ( S2) is determined between a closed position and an open position, the two sash frames (14, 16) each having a sash frame leg (14a, 16a) remote from the associated pivot axis (S1, S2), the first sash frame (14) a first sash frame leg (14a) and the second sash frame (16) one second wing frame leg (16a), wherein furthermore the first wing frame leg (14a) and the second wing frame leg (16a) lie directly opposite one another in the closed position of the associated wing frame (14, 16), that is to say without the interposition of a border-fixed intermediate leg, the second wing frame (16) in the region of the second wing frame leg (16a) by second fixing means (22a, 24a) on the transverse legs (12a, 12b) of the border (12a, 12b) which are essentially orthogonal to the first and second wing frame legs (14a, 16a) 12), the first sash frame (14) in the area of the first sash frame leg (14a) being fixable on the second sash frame leg (16a) by first fixing means (28, 32),
a locking system, This locking system comprises a second gear unit (18) attached to the second wing frame leg (16a) between the two transverse legs (12a, 12b), and a second drive attached to the second wing frame leg (16a) parallel to the latter rod assembly (20, 20 ') with two second drive rod elements (22, 24) which can be moved in opposite directions by the second gear unit (18) parallel to the second wing frame leg (16a) and a second drive rod end bar (22a, 24a) on each of the second drive rod elements (22, 24) for engaging in corresponding second drive rod end bolt receptacles (12c, 12c) of the two transverse legs (12a, 12b), this locking system further comprising a first gear unit (26) attached to the first casement leg (16a) between the two transverse legs (12a, 12b), whereby transverse latch means (28) with at least one cross latch (28) that extends across the sash frame can be controlled by the first gear unit (26) for engagement in transverse latch receiving means (30) that can be attached to the second sash leg (16a), wherein furthermore crossbar means (32) that span across the sash frame are controlled by the first gear unit (26) , 36, 38) can be controlled for engagement in cross-bar receiving means (33) to be attached to the second casement leg (16a),
characterized, that a first drive rod assembly (34) is attached to the first wing frame leg (14a) and can be moved by the first gear unit (26) in the longitudinal direction of the first wing frame leg (14a) and extends over a major part of the length of the first wing frame leg (14a) and that the crossbar means (32, 36, 38) comprise a plurality of drive rod controlled crossbars (36, 38) located outside the first gear unit (26). 2. Locking system according to claim 1, characterized in that the drive rod-controlled crossbars (36, 38) are designed as pivoting crossbars, which are pivotable about a wing plane of the first wing frame (14) substantially orthogonal axis (108). 3. Locking system according to one of claims 1 or 2, characterized in that the cross locking means (32, 36, 38) comprise at least one in the region of the first gear unit (26) arranged cross slide bar (32). 4. Locking system according to one of claims 1 to 3, characterized in that at least a part of the transverse latch receiving means (30) and the transverse bolt receiving means (33, 40, 42) can be controlled by the second drive rod elements (22, 24) in a state of incapacity , such that in a release position of the second drive rod elements (22, 24), in which the second drive rod end bolts (22a, 24a) are withdrawn from the second drive rod end bolt receptacles (12c, 12d), the cross latch means (28) and the cross bolt means (32, 36, 38) cannot be inserted into the associated transverse latch receiving means (30) or transverse bolt receiving means (33, 40, 42). 5. Locking system according to claim 4, characterized in that the second drive rod elements (22, 24) abut directly on the transverse latch receiving means (30) or transverse bolt receiving means (33, 36, 38). 6. Locking system according to one of claims 1 to 5, characterized in that the first gear unit (26) and the second gear unit (18) in the direction of a to the first and to the second pivot axis (S1, S2) perpendicular connecting line (V) arranged in alignment are. 7. Locking system according to one of claims 1 to 6, characterized in that the second gear unit (26) with a reversing gear (46, 48, 52; 118) between the two second drive rod elements (22, 24) is executed. 8. Locking system according to one of claims 1 to 7, characterized in that the first drive rod assembly (34) has a single first drive rod (58) or two first, always rectified, movable drive rod elements. 9. Locking system according to one of claims 1 to 8, characterized in that at least the first gear unit (26) comprises a first locking device (L) which allows the locking of the first drive rod assembly (34) in a locking position in which the transverse latch means (28 ) and the cross bar means (32, 36, 38) are inserted into the cross latch receiving means (30) and the cross bar receiving means (33, 40, 42). 10. Locking system according to one of claims 1 to 9, characterized in that the second gear unit (26) comprises a second locking device (L) which allows the locking of the second drive rod assembly (20) in a locking position in which the second connecting rod end bolts (22a, 24a) have been inserted into the second connecting rod end bolt receptacles (12c, 12d) of the transverse legs (12a, 12b). 11. Locking system according to one of claims 1 to 10, characterized in that the first gear unit (26) is designed with a housing (54), with an in the housing (54) about an axis perpendicular to the plane of the first casement (14) rotatably mounted, by a handle or knob rotatable follower (60), with a return spring (78), which biases the follower (60) in such a way that it can be rotated in opposite directions of rotation from the rest position with the along a faceplate (56) of the housing (54) guided first drive rod assembly (34) and with a playful connecting linkage (72), which includes a transmission lever (82) and connects the pusher nut (60) to the first drive rod assembly (34), for displacing the first drive rod assembly (34), wherein the rotation of the pusher nut (60) in a first direction of rotation for moving the first drive rod assembly (34) into a locking position and the rotation of the pusher nut (60) in a second direction of rotation for moving the first drive rod assembly (34) into an open position and the game in the transmission linkage (72, 82) after entry of the respective drive rod position when the handle or knob is released, the follower nut (60) can be returned to its rest position by the return spring (78) while leaving the first drive rod assembly (34) in the respective drive rod end position reached , wherein the transmission linkage (72, 82) further comprises a control element (64) which is guided in the vicinity of a boundary edge (54c) opposite the faceplate (56) of the housing (54) parallel to the first drive rod assembly (34), wherein further this control element (64) is coupled with the follower (60) essentially without play, wherein the return spring (78) acts on the control element (64), wherein the transmission lever (82) is designed as a two-armed transmission lever (82) which is mounted on the housing (54) at a central point between the first drive rod assembly (34) and the control element (64), a first shorter lever arm (82a) in engagement with the control element (64) and a longer lever arm (82b) in engagement with the first drive rod assembly (34), wherein the follower nut (60) acts on at least one cross latch (28) of the cross latch means, which is biased by a latch spring (102) towards a pre-closed position, wherein the first drive rod assembly (34) is coupled to a transverse slide bolt (32) which is displaceably guided in the housing (54) perpendicular to the faceplate (56) and between a locked position corresponding to the locking position of the first drive rod assembly (34) and a, the closed position corresponding to the open position of the first fuel rod assembly (33) is movable, wherein a further locking device (L) can be attached to the housing (54), which allows the displacement of the first fuel rod assembly (34) from its locking position to its opening position. 12. Locking system according to claim 11, characterized in that the second gear unit (18) from the first gear unit (26) while maintaining the housing (54), the associated face plate (56), the follower (60), the return spring (78) , the control element (64) and the transmission lever (82) and with removal of the transverse latch (28) and the transverse slide bolt (32) is derived from the first gear unit (26), the transmission lever (82) being attached to one of the two second connecting rod elements (116a , 116b) and this second drive rod element is connected to the other drive rod element by a reversing gear mechanism (46, 48, 52; 118). 13. Locking system according to claim 12, characterized in that the movement reversing gear (118) is provided outside the second gear unit (26). 14. Locking system according to one of claims 12 or 13, characterized in that outlet openings of the faceplate (44) of the second gear unit (18), which have become free by omitting the cross latch (28) and the crossbar (32), as receptacles (30 , 33) for the cross latch (28) and the cross slide bolt (32) of the first gear unit (26). 15. Locking system according to one of claims 12 to 14, characterized in that the first connecting rod assembly (34) and the second connecting rod assembly (20, 20 ') are assigned matching cuff rails (44, 46), the cuff rail (56) being the first Espagnolette assembly (34) swivel bolt through openings are provided and occupied by swivel bolts (36, 38) and that corresponding through openings (44d) of the faceplate (44) of the second espagnolette assembly (20) not occupied by swivel bolts (36, 38) as bolt receptacles (40, 42) serve for the swivel bolts (36, 38) of the first drive rod assembly (34). 16. Locking system according to one of claims 1 to 15, characterized in that the first and the second gear unit (26, 18) are detachably connected to a cuff rail drive rod assembly. 17. Locking system according to one of claims 1 to 16, characterized in that on a, the first casement (14) facing edge surface of the second casement (16), a bar (122) can be placed, to which the receiving means (28, 33, 40th , 42) for the transverse latch means (28) and the transverse locking means (32, 36, 38) of the first casement (14) are provided. 18. Locking system according to claim 17, characterized in that on the bar (122) striking plates (124) can be attached, which can be gripped by swivel bolts (36, 38) of the first casement (14).

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