EP3686383B1 - Door lock with motor - Google Patents

Description

The present invention relates to a door lock with a motor, in particular an electric motor, for motorized adjustment of a bolt and/or a latch of the door lock. Door locks according to the preamble of claim 1 are made, for example DE 36 06 531 A1 , DE 197 57 192 A1 , EP 2 096 239 A1 , EP 1 990 492 A2 , DE 102 10 945 A1 and CN 104 863 420 A known.

The adjustment particularly includes locking or unlocking and/or opening or closing the door lock. The possibility of adjusting the bolt and/or the latch in a motorized manner can serve, for example, to improve convenience when operating the door lock. For example, an adjustment of the bolt or the latch can be triggered in this way without using a key or even from a certain distance. There are basically no limits to the distance, so that remote control of the door lock is possible. A further advantage results from the possibility of adjusting the bolt or the latch at defined times or according to other specifiable rules.

In principle, all different closing states of a door lock (for example: open latch, closed latch, bolt unlocked, bolt locked once, bolt locked twice) can be brought about in a motorized manner. However, it can also be provided that the motorization is provided only for a selection of the possible states and other states can only be set manually, for example.

Motorized door locks of this type should be usable wherever possible where conventional door locks can also be used. Therefore it is preferred if the door lock is designed essentially similar to a conventional door lock and, in particular with regard to its dimensions and/or its interaction with other components, corresponds to current standards, e.g. with regard to the installation of the door lock in a door or the use of a lock cylinder with the door lock.

Furthermore, it is advantageous if the bolt or the latch of the door lock is not exclusively motorized adjustable, but this function is provided in addition to the usual manual adjustability. For safety reasons alone, it is important to ensure that the door lock can still be operated manually if the motorized drive fails.

Therefore, with such a motorized door lock, a cylinder receptacle for a lock cylinder, in particular for a lock cylinder of a known type, can be provided in accordance with current standards, such as a profile cylinder. The lock cylinder is typically associated with one or more matching keys with which the lock cylinder can be operated manually. An actuation moment exerted on the lock cylinder, usually a torque, can then be transferred to the door lock.

For this purpose, the cylinder receptacle can have an input element which is designed to be driven by an output element of the lock cylinder in order to transmit an actuating torque to the door lock or ultimately to adjust the bolt and/or the latch of the door lock. The output element can be, for example, a locking lug of the locking cylinder, which preferably protrudes radially to a cylinder axis and can be rotated about the cylinder axis. In particular, that element which is directly acted upon by the output element of the lock cylinder is to be regarded as the input element of the cylinder receptacle. The input element receives then as the first element of the door lock the actuation moment of the lock cylinder.

In principle, for a motorized adjustment of the bolt or the latch, the locking cylinder could be replaced by a motor device, which outputs a respective actuation moment. But then no conventional locking cylinder could be used with the door lock. In addition, manual actuation of the door lock using a key would generally no longer be possible. It is therefore advantageous to design the door lock itself to be motorized, ie in particular to provide a motor in the door lock that is independent and separate from a respective lock cylinder.

If motorized adjustment of the bolt and/or the latch is to be possible in addition to manual operation of the door lock originating from a conventional lock cylinder, the problem arises as to how a motor can be coupled to the bolt or the latch in a drivingly effective manner, so that the actuation of the door lock by means of a lock cylinder accommodated in the lock cylinder receptacle remains possible.

A further difficulty arises from the fact that a drive torque output by a motor must be suitably adjusted depending on the motor in order to be transferred to the bolt or latch with sufficient force for the adjustment but not excessive force to avoid damage. Therefore, it may be necessary to provide a gear with a corresponding translation or reduction between the motor and the bolt or latch in order to ensure reliable power transmission. For this purpose, however, there is only little installation space available in a door lock of the usual dimensions.

It is an object of the invention to provide a door lock which enables motorized adjustment of a bolt and/or a latch of the door lock in addition to manual operation, is of compact design and can be used in place of conventional door locks without any major adjustments, and reliable drive torque transmission from the motor to the Latch or latch guaranteed.

The object is solved by a door lock with the features of claim 1.

The door lock includes a cylinder receptacle for a lock cylinder, which has an input element, the input element being designed to be driven by an output element of the lock cylinder in order to adjust a bolt and/or a latch of the door lock. In addition, the door lock includes a motor in order to be able to adjust the bolt and/or the latch in a motorized manner in addition to the basic adjustability by means of the lock cylinder. In other words, a motor is provided in the door lock, which is designed and arranged in such a way that the bolt and/or the latch is/are motorized, i.e. is/are adjustable by means of the motor. A motorized adjustment of the bolt or the latch is in particular independent of whether a lock cylinder is accommodated in the cylinder receptacle or not. If a lock cylinder is accommodated in the cylinder receptacle, the bolt and/or the latch can thus advantageously be adjusted in two different ways, namely on the one hand by means of the lock cylinder and additionally or alternatively by means of the motor. The motor is in particular designed independently and separately from the respective lock cylinder.

The object of the invention is achieved in particular in that the motor can be or is coupled to the input element in a drivingly effective manner in order to adjust the bolt and/or the latch via the input element in a motorized manner.

An essential aspect of the invention is therefore that the bolt or the latch is adjusted by the motor via the input element, ie the motorized adjustment runs via the input element. The input element is consequently located within the drive path, along which a drive torque of the motor is transmitted to the bolt or latch. This means in particular that a first section of the drive path runs from the motor to the input element and a second section of the drive path runs from the input element to the bolt or latch, with the first and second sections of the drive path being disjoint, i.e. not common with the exception of the input element Have drive element.

In particular, the second section mentioned, ie that part of the drive path from the input element of the cylinder receptacle to the bolt or latch, can be designed as in a conventional door lock. This not only has the advantage that, for the door lock according to the invention, this part of the door lock does not need to be changed compared to a conventional door lock. Instead, the fact is also advantageously used in this way that this second section of the drive path from the input element to the bolt or latch is generally designed for comparatively low drive torques, which can typically be generated manually using a key. Since the drive torque of the motor acts on the input element and is transmitted from there to the bolt or latch, the drive torque of the motor does not need to be particularly large or too large in order to be able to reliably adjust the bolt or latch forces to be translated.

The input element is in particular that element of the cylinder receptacle which is directly connected to the output element, for example a locking lug, of a lock cylinder accommodated in the cylinder receptacle is applied when the lock cylinder is actuated. In principle, the input element can also be designed in several parts, one part of the input element being acted upon directly by the output element of the lock cylinder and the drive torque of the motor being transmitted to another part. In this case, however, the parts of the input element are then rigidly coupled to one another or at least can be coupled in order to jointly form the input element of the cylinder receptacle.

Since when the bolt or latch is adjusted by a motor, the drive torque of the motor is transmitted via the input element to the bolt or latch and the input element is designed to be driven by the output element of the lock cylinder, it may be that the input element, if it is motorized, conversely also drives the output element of the lock cylinder to move. Therefore, in such a door lock preferably locking cylinders are to be used, the output element of which can be moved freely when the key is removed, in particular so-called free-wheeling cylinders.

The drive-effective coupling of the engine to the input element of the cylinder mount can be done in different ways. The coupling does not have to be permanent. Rather, it is sufficient if the motor can be coupled in a drivingly effective manner to the input element at least as required, ie whenever a motorized adjustment is desired. In this respect, “coupling” does not mean a fundamental general ability to be coupled, but rather that the door lock is designed specifically so that such a coupling can take place if necessary.

According to an advantageous further development, the motor is or can be coupled to the input element in a drivingly effective manner via a toothed belt. A toothed belt allows a reliable drive-effective coupling even over comparatively large distances without taking up a lot of space.

In this case, it is preferred if the input element of the cylinder receptacle has teeth on which the toothed belt rolls. In this embodiment, the toothed belt acts directly on the input element. This makes it possible to arrange not only the motor, but also a gear that may be assigned to the motor, at a clear distance from the cylinder receptacle and in particular from the entire further drive path from the cylinder receptacle to the bolt or latch. These elements of the door lock can therefore be designed essentially unchanged compared to a conventional door lock. This simplifies the structural development of a door lock according to the invention. Because the installation space for the motor and, if necessary, a gear can then be chosen relatively freely within the door lock.

There is also the possibility of providing the motor and any additional components provided for the motorized actuation of the door lock, such as a gear, in a part or module that is essentially separate from the rest of the door lock and can be designed to be connectable to an initially non-motorized door lock. For the drive-effective connection of such a module to the input element and ultimately to the bolt or the latch then only the toothed belt needs to be applied to the input element of the cylinder receptacle.

Furthermore, it is advantageous if the door lock includes a device for detecting the circulating position of the toothed belt. Due to the drivingly effective coupling of the toothed belt to the input element of the cylinder receptacle, a corresponding position of the input element and thus ultimately also a respective position of the bolt and/or the latch can be directly inferred from the rotational position of the toothed belt. This can be useful and important for controlling the motor.

For example, a motor controller can be provided, which receives the rotational position of the toothed belt from the device mentioned and takes it into account when controlling the motor. For example, in order to move the bolt and/or the latch to a specific position, the motor can be actuated to output a drive torque in the required direction until it is determined based on the detected rotational position of the toothed belt that the specific position is reached, whereupon the motor is stopped.

In order to detect the rotational position of the toothed belt, the mentioned device can have a gearwheel on which the toothed belt rolls. The rotational position of the gear wheel, which can be detected e.g. as an electrical resistance or optically, can then be output as a corresponding signal, from which the rotational position of the toothed belt can then be deduced.

In particular, if the gear wheel is mounted so that it can rotate without restriction in both directions of rotation, it may be the case that it is not possible to differentiate between two rotational positions of the gear wheel that differ from one another by one or more full revolutions of the gear wheel, since they lead to the same output signal. It can then circulating positions of the toothed belt are only detected clearly over a distance corresponding to the circumference of the gear. In order to clearly detect circulating positions over the full length of the toothed belt, the gear wheel would have to have a sufficiently large circumference, which can be unfavorable in view of the limited installation space.

In a preferred embodiment, the device for detecting the rotational position of the toothed belt is therefore formed by an absolute rotary encoder with two gear wheels on which the toothed belt rolls and the number of teeth of which are relatively prime, preferably different from one another by one. Such an absolute rotary encoder enables the rotational position of the gear wheel to be clearly detected over a long distance with comparatively small radii of the two gears. Because of the different numbers of teeth on the two gears, the other gear has completed more or less than one full revolution for a full revolution of one gear, so that more rotational positions can be distinguished from the joint consideration of the rotational positions of both gears.

In particular, when the two gears are rotated from any initial rotational position, they only return exactly to the initial rotational position when they have been rotated by the smallest common multiple of their number of teeth. In the case of coprime numbers of teeth, this corresponds to the product of the two numbers of teeth, so that the range of clearly detectable circulation positions is maximized.

If the numbers of teeth differ from each other by exactly one, they are always prime. In addition, the radii of the two gears then hardly differ, so that with two comparatively small gears a maximum range of circulating positions of the toothed belt can be clearly detected. In particular, the number of teeth of the two gears are selected so that their least common multiple is greater than the number of teeth on the toothed belt or corresponds to it, so that the rotational position of the toothed belt can be clearly detected over its full length.

According to an advantageous development, the motor can be or is coupled to the input element in a drivingly effective manner via a freewheel gear. In particular, the motor can be drivingly coupled to the named toothed belt via the freewheel gear. The freewheel gear is then provided between the motor and the toothed belt.

In this case, the freewheel gear can have an input element which is drivingly coupled to the engine and is in particular coupled directly to an output element of the engine. In addition, the freewheel gear can have an output element which is drivingly coupled to the input element of the cylinder receptacle and is in particular directly coupled to the toothed belt. In this case, direct coupling is to be understood in particular as meaning that the respective elements roll directly on one another.

Such an overrunning gear is designed to transmit a drive torque arriving at the input element of the overrunning gear through the overrunning gear to the output element of the overrunning gear, but not to transfer an incoming drive torque to the output element of the overrunning gear to the input element of the overrunning gear. In this latter case, however, there is no blocking of the transmission of the drive torque. Rather, when a drive torque is applied to the output element, the output element and the input element are decoupled in such a way that the output element can rotate freely without the input element being driven as a result, which can therefore stand still. If, on the other hand, a drive torque is applied to the input element, the input element and the output element are coupled to one another in such a way that the drive torque is transmitted to the output element so that it can be output there. The coupling and/or the decoupling preferably take place independently of the direction, in particular the direction of rotation, of the drive torque.

The freewheel gear can thus prevent actuation of the lock cylinder—or another element on the door lock provided for adjusting the bolt and/or the latch, such as a door handle—being blocked by the motor when it is stationary. This would otherwise be the case, in particular, with self-locking motors, such as with conventional electric motors. In order to avoid having to manually operate the motor first must be actively decoupled from the bolt and / or the case or that vice versa, the motor for a motorized adjustment only actively with the bolt and / or the case must be coupled, consequently the freewheel gear can be provided, which this function so to speak passively, ie in particular automatically depending on whether a drive torque is received at the input element.

Another solution to the problem mentioned above, which is not claimed separately, is to provide a door lock with a motor for motorized adjustment of a bolt and/or a latch of the door lock and a freewheel gear, via which a drive torque of the motor is applied to the bolt and/or the latch is transferrable, wherein the freewheel gear has an input member that is drivingly coupled to the motor and an output member that is drivingly coupled to the latch and/or the latch, wherein the freewheel gear further includes at least one coupling member that is coupled between a Coupling position, in which it drivingly couples the input element and the output element to one another, and a free-wheeling position, in which it drivingly decouples the input element and the output element from one another, is movable. Although this further solution, not claimed separately, is basically independent of the door locks according to the invention described above, it can also represent a further development thereof, so that the features of this further solution mentioned here and below can also be present in a door lock according to the invention.

The position of the coupling element decides whether or not the input element and the output element of the freewheel gear are coupled in a drivingly effective manner for transmission of the drive torque. In this case, the coupling should take place as automatically as possible depending on whether the input element is currently being driven by the motor or not.

For this purpose, the input element can have a drive contour which is designed to entrain the coupling element when the input element is driven by the motor. In this case, the drive contour is formed in particular by a special surface shaping of the input element in an area in which the input element can come into contact with the coupling element.

The entrainment of the coupling element by the drive contour of the input element advantageously leads to the coupling element completing a drive movement of the input element. This drive movement, which is caused by the drive torque transmitted from the engine to the input element, is, for example, a rotary movement about an axis of rotation, so that in this case the coupling element, when carried along by the drive contour, is also moved about the axis of rotation .

The coupling element is preferably carried along by the drive contour of the input element when the input element is driven by the motor, regardless of whether it is in the coupling position or in the freewheeling position. Thus, motorized driving of the input element always leads to the coupling element being carried along. This circumstance can be used to move the coupling element into the coupling position, at least when the input element is driven by the engine, so that a drive torque of the engine is transmitted through the freewheel gear from the input element to the output element.

For this purpose, the freewheel gear can also have a guide element with a guide contour, which is designed to urge the coupling element into the coupling position when it is carried along by the input element. The guide element is in particular at least essentially static, ie stationary relative to the transmission, arranged, but with a certain amount of play can be provided, as will be explained further below. Similar to the drive contour, the guide contour can also be formed by a special surface shaping in an area in which the guide element can come into contact with the coupling element.

Since the guide element is static, the guide contour, unlike the drive contour, cannot itself drive or guide the coupling element into a movement. However, it can limit the mobility of the coupling element, in particular in interaction with the driving contour guiding the coupling element. For example, the guide element can be arranged at least partially within a movement path in the manner of a stop, a run-on surface or a flank, along which the coupling element is actually carried along in the freewheeling position, so that the coupling element hits the guide contour and is thereby pushed into the coupling position. In this respect, the coupling element is not actively driven or adjusted by the guide element, but only passively guided, in that the guide contour deflects the movement path of the coupling element carried along by the drive contour of the input element.

A door lock designed in this way thus makes it possible for the drive torque output by the motor to always be transmitted through the freewheel gear and ultimately to the bolt and/or the latch of the door lock. Additional components for transmitting the drive torque can be provided between the freewheel gear and the bolt or latch, in particular a toothed belt and/or an input element of a cylinder receptacle for a lock cylinder, as described above.

The output element preferably has an engagement contour in which the coupling element engages in the coupling position. In this way, the output member and the coupling member when this is in the coupled position located, drivingly coupled to each other. In this case, the engagement contour can be formed by a surface shaping of the starting element, which has one or more receptacles adapted to the coupling element. The coupling element can then be at least partially accommodated in a respective one of these receptacles when it moves or is being moved from the freewheeling position into the coupling position.

If the coupling element is carried along by the drive contour of the input element in such a design of the door lock and is consequently pushed into the coupling position by the guide contour of the guide element, the coupling element consequently engages in the engagement contour of the output element. When the coupling element is carried along further by the motor-driven input element, the output element is thus also driven. This then immediately results in the drive-effective coupling of the input element to the output element via the coupling element.

The coupling element is preferably designed as a coupling pin. In this respect, the coupling element can in particular at least essentially have an elongate cylindrical shape. In this way, the coupling element can interact, for example, in a first section of its longitudinal extent with the drive contour of the input element and the engagement contour of the output element, and in a second section of the longitudinal extent with the guide contour of the guide element.

Furthermore, it is preferred if the coupling element is prestressed in the freewheeling position. By preloading the coupling element into the freewheeling position, the freewheeling position of the coupling element is defined, so to speak, as the basic state or normal state of the freewheeling gear. Whenever no other forces are acting that force the coupling element into the coupling position or hold it in the coupling position, the pretension can if it is not already in the freewheel position, move it to the freewheel position. This occurs in particular when the engine is not outputting any drive torque to the input element of the overrunning gear.

With such a design of the door lock, the input element and the output element of the freewheel gear are thus at least essentially only coupled to one another via the coupling element when the motor drives the input element. Otherwise, the input element and the output element are or will be decoupled from one another. Since the motor usually only emits no drive torque when the bolt or latch is in a defined position to be assumed, this ensures that the engine is immediately released from the bolt or latch again after reaching the position to be assumed is decoupled so that manual operation of the bolt or latch is then immediately possible again.

The input element and the output element of the freewheel gear are preferably mounted so as to be rotatable about a common axis of rotation. In this respect, the input element and the output element are aligned coaxially with one another. The input element and the output element are preferably freely rotatable relative to one another about the axis of rotation as long as they are decoupled from one another. However, they can then be coupled to one another by the coupling element in such a way that they can only be rotated together, that is to say in particular at least essentially by the same amount and in the same direction, about the axis of rotation.

If the coupling element is designed as a coupling pin, the coupling element is also preferably aligned with a longitudinal extent of the coupling pin parallel to the said axis of rotation and is in particular parallel offset during a transition between the freewheel position and the coupling position.

In an embodiment of the door lock with a common axis of rotation of the input element and the output element of the freewheel gear, the coupling position and the freewheeling position of the coupling element are preferably defined by different radial distances of the coupling element from the axis of rotation. Since the difference between the positions depends on the radial distance, the respective position of the coupling element in the direction of rotation relative to the axis of rotation can be disregarded. Thus, the coupling position of the coupling element can include several different positions of the coupling element, which differ in terms of their position in the direction of rotation, but all have the same radial distance from the axis of rotation (ie lie on a circular path). Correspondingly, the freewheeling position of the coupling element can include several different positions of the coupling element, all of which have the same radial distance from the axis of rotation, but with a different radial distance in the coupling position (i.e. also lie on a circular path).

Therefore, the coupling element can be entrained by the input element both in the freewheel position and in the coupling position when the input element is entrained by the motor for rotation about the said axis of rotation. If the coupling element is then pushed by the guide contour of the guide element into the coupling position, this corresponds to a radial displacement of the coupling element, i.e. towards the axis of rotation or away from the axis of rotation, depending on whether the radial distance to the axis of rotation in the coupling position is less than in the freewheel position or vice versa.

Furthermore, the freewheel gear can have a plurality of coupling elements which are arranged at least essentially along a circular path around the axis of rotation. The coupling elements can in particular be distributed regularly along the circular path, so that successive coupling elements each have the same distance from each other in the circumferential direction. There are preferably two coupling elements. These can consequently be aligned with one another, in particular diametrically with respect to the axis of rotation.

The coupling elements preferably retain their orientation relative to one another at least essentially (in particular with regard to their distribution on a circular path around the axis of rotation), even if they are carried along by the input element around the axis of rotation and/or are displaced between the freewheel position and the coupling position.

In this case, it is preferred if successive coupling elements are connected to one another by a respective clip spring along the circular path in such a way that the coupling elements are pretensioned in the freewheeling position. Overall, a closed circle around the axis of rotation can be formed by the clip springs. The clip springs can thus in particular fulfill two functions at the same time. On the one hand, they keep the coupling elements at least essentially in their relative arrangement to one another on the circular path. On the other hand, the spring elasticity of the clip springs allows at least a certain change in the circular path, in particular with regard to its radius, so that the coupling elements remain radially movable between the coupling position and the freewheeling position, but are prestressed in the freewheeling position.

Advantageously, the drive contour of the input element and the guide contour of the guide element and possibly also the engagement contour of the output element are designed to be rotationally symmetrical, in particular with respect to the axis of rotation. In this case, the number of rotational symmetry of the drive contour corresponds in particular to the number of coupling elements. A rotationally symmetrical design of the guide contour and possibly also the engagement contour has the Advantage that for the urging of a respective coupling element through the guide contour or the engagement of the respective coupling element in the engagement contour on the position of the coupling element in the direction of rotation around the axis of rotation is not so important (the greater the number of rotational symmetry, the less).

Furthermore, it is preferred if the drive contour runs around the axis of rotation with a constant basic radius and has at least one entrainment depression, preferably one for each coupling element, with a radius that differs from the basic radius, in order to at least partially accommodate the coupling element in its freewheeling position. The drive contour can in particular be formed by a surface which is aligned parallel to the axis of rotation and, since it runs around the axis of rotation, is closed in the manner of a ring.

The drive contour does not have the constant basic radius throughout. Rather, "basic radius" is to be understood in such a way that the drive contour is basically designed in such a way that it could theoretically be formed from a cylindrical surface with the basic radius, although there are deviations from this basic shape in one or more sub-areas of the contour circumference, in particular temporary increases or decreases in the Radius can be provided. However, outside of such partial areas, the drive contour has the basic radius. The basic radius preferably corresponds to a minimum or a maximum radius of the drive contour.

A respective entrainment depression represents such a deviation from the basic radius. If the drive contour is a surface oriented radially inwards with respect to the axis of rotation, a respective entrainment depression can correspond in particular to an increase in the radius compared to the basic radius. Conversely, in the case of a drive contour oriented radially outwards, a respective entrainment recess can counteract a reduction in the radius match the base radius. An entrainment recess does not necessarily have a constant radius, but transitions to the base radius are preferably provided at the edges of the entrainment recess. In particular, the deepest radius, ie the radius of the entrainment recess that deviates the most from the base radius, is then to be regarded as the named radius of the entrainment recess that deviates from the base radius.

In the region of a respective entrainment recess, the drive contour can thus enable radial mobility for a coupling element that is at least partially accommodated in the entrainment recess, in particular between its coupling position and its freewheeling position. It is therefore particularly advantageous if a carrying recess is formed in the drive contour for each coupling element of the freewheel gear.

According to a preferred development, a transition from the radius of the respective entrainment recess to the base radius of the drive contour forms a flank that is designed to entrain the coupling element when the input element is driven by the motor. If the input element rotates as a result of the drive torque received from the engine, this can then in particular result in such a transition rotating in the direction of rotation about the axis of rotation and therefore hitting the coupling element at least partially accommodated in the entrainment recess. As a result, the coupling element can be acted upon in such a direction of rotation that it is carried along by the input element of the freewheel gear when it rotates about the axis of rotation.

It is also preferred if the guide contour runs around the axis of rotation (in a manner comparable to the drive contour of the input element) with a constant basic radius and has at least one urging projection with a radius that differs from the basic radius, with the coupling element having the urging projection in the coupling position but not in the Free-wheeling position in the direction of rotation can happen. Like the drive contour, the guide contour can be formed by a surface that is aligned parallel to the axis of rotation and is closed like a ring. The explanations above regarding the basic radius also apply accordingly to the guide contour.

However, the basic radius of the guide contour is not necessarily identical to the basic radius of the drive contour. Rather, it is preferred if the base radius of the guide contour corresponds at least essentially to the radius of a respective entrainment recess of the drive contour or deviates even more from the base radius of the drive contour. Thus, the radial mobility of a coupling element accommodated in a respective entrainment recess is not further restricted by the guide contour, at least in areas in which no urging projection is provided.

In contrast to the drive contour, the guide contour does not have any entrainment depressions as deviations from a basic shape that is in particular the surface of a cylinder jacket, but instead has urging projections. The number of urging projections is preferably at least eight and/or is greater than the number of coupling elements, in particular a multiple thereof. The radius of a respective urging projection is in particular the radius at its highest point, i.e. the radius of the urging projection that deviates the most from the base radius.

A respective urging projection can correspond in particular to a radius reduction in the case of a guide contour oriented radially inwards or, in particular, to an increase in radius in the case of a guide contour oriented radially outward. Depending on the rotational position of the input element, an urging projection of the guide contour can, so to speak, protrude into an entrainment depression of the drive contour (in particular viewed in the axial direction with respect to the axis of rotation, so that the drive contour and the guide contour appear superimposed). As a result, the radial mobility of a recorded in the entrainment Coupling elements are advantageously restricted, namely in particular to a radius corresponding to the coupling position.

A transition from the radius of the urging projection to the base radius of the guide contour preferably forms a flank which is designed to urge the coupling element into the coupling position when it is carried along by the input element. With such a flank, the rotational movement of a coupling element, which is in the freewheeling position and is carried along by the drive contour about the axis of rotation, can be deflected to move the coupling element into the coupling position. While the coupling element cannot pass the urging projection in the free-wheeling position but hits the flank, it can then be guided past the urging projection in the coupling position.

The entrainment of the coupling element is therefore not blocked by the urging projection, but it is only ensured that when the input element is rotated and the coupling element is entrained as a result, the coupling element necessarily assumes the coupling position and can be carried further in this coupling position

In particular, a preload of the coupling element in the freewheeling position and any friction properties of the components of the freewheeling gear can be designed in such a way that the coupling element remains in the coupling position after passing an urging projection as long as it is carried along by the drive contour around the axis of rotation, i.e. as long as the motor generates a drive torque transferred to the input element. The coupling element then advantageously hits the flank of an urging projection only at the start of a rotary movement and is thereby displaced into the coupling position, whereupon it can then unhindered, if necessary, pass further urging projections.

Preferably, the coupling element is not brought back into the freewheeling position by the pretension until the motor and thus the input element are stopped. The motor is preferably stopped in each case in such a way that when the input element is at a standstill, no urging projection of the guide contour protrudes into an entrainment depression of the drive contour and all coupling elements can therefore be moved into the freewheeling position.

According to an advantageous development, the guide element is mounted with play, preferably pivotable about a pivot axis that is in particular parallel to the axis of rotation, and is pretensioned in a basic position. Said play preferably makes it possible to displace the guide contour in such a way that it no longer forces the coupling element into the coupling position. In particular, this can mean that a respective urging projection can be displaced (against the prestressing of the guide element) in such a way that it no longer prevents the coupling element from being displaced into the freewheeling position or from being carried along in the freewheeling position.

Such play can be particularly useful in cases where displacement of a coupling member into the freewheel position is blocked even though the motor is not driving the input member. Such a case can occur, for example, in the event of an unscheduled standstill of the motor, for example as a result of a malfunction, damage or wear, especially if the motor is self-locking and is drivingly coupled to the input element in such a way that the input element is also blocked when the motor is at a standstill.

If the drive contour of the input element and the guide contour of the guide element are aligned with one another in such a standstill that the coupling element is prevented from assuming the freewheel position, this could also result in the output element of the freewheel gear and ultimately the Bolts and / or the case of the door lock are blocked, so that the door lock could not be operated altogether. Because of the play mentioned, however, the guide contour can yield, at least when the force applied is sufficient to overcome the pretension, so that the blockage can be released. Such a force can be caused in particular by manual actuation of the door lock, for example by turning a key or pressing a door handle.

The pretensioning of the guide element is designed in such a way that the guide element is arranged at least approximately statically during normal operation, i.e. under forces that normally occur when the bolt or latch is adjusted by a motor and has the function of urging the coupling element into the coupling position , if this is carried along by the input element, can thus fulfill. The force required for a significant displacement of the guide element therefore preferably exceeds the forces that are usually applied when the door lock is operated manually.

By mounting the guide element with a certain amount of play, it can thus be ensured in a comparatively simple manner that the door lock can always be actuated manually, ie even if the motor function fails. This is particularly important from a security point of view.

Furthermore, it can be provided that the input element has a through-opening, on whose inner lateral surface the drive contour is formed, and that the guide element has a through-opening, on whose inner lateral surface the guide contour is formed, wherein the coupling element is at least partially within the through-opening of the input element and at least partially is arranged within the through hole of the guide member. Such a design allows a particularly compact design of the freewheel gear.

It is also preferred if the output element is arranged at least partially inside the through-opening of the input element. As a result, a particularly direct coupling of the input element and the output element of the freewheel gear can be achieved, in particular since the coupling element can then be arranged between the input element and the output element.

According to a development of this, it is provided that the input element is designed as a gear wheel with external teeth, via which it receives the drive torque of the motor, and/or that the output element is designed as a gear wheel with external teeth, via which it outputs the drive torque of the motor. Such teeth allow a simple drive-effective coupling with other components.

In particular, an external toothing of the input element can interact directly with an output element of the motor, for example in the manner of a worm gear with the input element of the freewheel gear as a worm wheel and the output element of the motor as a worm. Furthermore, a toothed belt can roll on the external toothing of the output element of the freewheel gear, via which the drive torque output by the output element of the freewheel gear can be transmitted to an input element of a cylinder receptacle of the door lock, as described above.

According to a further development, the guide element comprises a first guide disk and a second guide disk, which are aligned parallel to one another and between which the input element is arranged, the guide contour being formed both on the first guide disk and on the second guide disk. The part of the guide contour formed on the first guide disk and that on the second preferably align Guide disc formed part of the guide contour, in particular in the direction of said axis of rotation with each other. The first guide disk and the second guide disk can be rigidly connected to one another.

With such an arrangement of the input element between the two guide disks, a middle section of the coupling element can interact with the drive contour of the input element for the described urging of the coupling element into the coupling position, and two opposite outer sections of the coupling element can interact with the guide contour of the guide disks. This can prevent the input element and the guide element from exerting tilting moments on the coupling element, which could change its spatial orientation. Instead, the arrangement contributes to the coupling element being displaced at least essentially exclusively in parallel between its free-wheeling position and its coupling position.

In particular, the door lock according to the invention - based on the door locks with freewheel gear described above, which are not claimed separately - can be designed, for example, as: a door lock with a cylinder receptacle for a lock cylinder, which according to the invention has an input element, the input element being designed to be connected to an output element of the to be driven by the lock cylinder in order to adjust a bolt and/or a latch of the door lock, with a motor in order to be able to adjust the bolt and/or the latch in a motorized manner, according to the invention, in addition to the adjustability by means of the lock cylinder, and with a freewheel gear, via the a drive torque of the motor can be transmitted to the bolt and/or the latch, the freewheel gear having an input element which is drivingly coupled to the engine and an output element which is drivingly coupled to the bolt and/or the latch, wobe i the freewheel gear also has at least one coupling element between a coupling position, in which it drivingly couples the input element and the output element of the freewheeling gear to one another, and a freewheeling position in which it drivingly decouples the input element and the output element of the freewheeling gear from one another, wherein the input element has a drive contour which is designed to carry the coupling element along , when the input element is driven by the motor, and wherein the freewheel gear further comprises a guide element with a guide contour which is designed to urge the coupling element into the coupling position when it is carried along by the input element, further wherein the motor, preferably via the freewheel gear and/or a toothed belt, according to the invention, can be or is coupled to the input element of the cylinder receptacle in a drive-effective manner in order to adjust the bolt and/or the latch via the input element of the cylinder receptacle in a motorized manner.

Fig. 1

zeigt eine Ausführungsform eines erfindungsgemäßen Türschlosses in einer perspektivischen Ansicht.

Fig. 2

zeigt ein Freilaufgetriebe, das gemäß einer Ausführungsform bei einem erfindungsgemäßen Türschloss vorgesehen sein kann, in einer Explosionsdarstellung.

Fig. 3

zeigt das in Fig. 2 gezeigte Freilaufgetriebe in einer perspektivischen Darstellung.

Fig. 4

zeigt das in Fig. 2 gezeigte Freilaufgetriebe in einer Seitansicht.

Fig. 5

zeigt einen Teil des in Fig. 2 gezeigten Freilaufgetriebes in einer Aufsicht.

Fig. 6

zeigt das in Fig. 2 gezeigte Freilaufgetriebe in einer Aufsicht.

The invention is explained in more detail below, merely by way of example, with reference to the figures.

1

shows an embodiment of a door lock according to the invention in a perspective view.

2

shows a freewheel gear, which can be provided according to an embodiment in a door lock according to the invention, in an exploded view.

3

shows that in 2 shown freewheel gear in a perspective view.

4

shows that in 2 Freewheel gear shown in a side view.

figure 5

shows part of the in 2 shown freewheel gear in a top view.

6

shows that in 2 freewheel gear shown in a top view.

In 1 an embodiment of a door lock 11 according to the invention is shown. The door lock 11 has a housing 13 and is designed to be inserted into the door panel of a door. To lock the door, the door lock 11 has a bolt 15 and a latch 17, which are suitable for engaging in corresponding recesses of a locking plate in the door frame.

The door lock 11 also has a square socket 19 for a door handle and a cylinder socket 21 for a lock cylinder, with the cylinder socket 21 comprising an input element 23 which is designed to be driven by an output element of a lock cylinder accommodated in the cylinder socket 21. In particular, the input element 23 is designed in such a way that it is rotated by a locking lug of the lock cylinder about a cylinder axis of a cylinder core of the lock cylinder when the lock cylinder is actuated, in particular by means of a key.

Both the bolt 15, which is movable between an unlocked, a single-locked and a double-locked condition, and the latch 17, which is movable between a released and a closed condition, are drivingly coupled to the input member 23 via a gear assembly 25. so that they can be adjusted between their respective positions in a manner known per se, in particular by manual actuation of the lock cylinder. The latch 17 can also be manually adjustable independently of the bolt 15 by means of the door handle.

In order to enable motorized adjustment of the bolt 15 and the latch 17, the door lock 11 comprises an electric motor 27 which is coupled to the input element 23 of the cylinder receptacle 21 in a drivingly effective manner. The motor 27 is consequently also drivingly coupled to the bolt 15 and the latch 17 via the input element 23 . Thus, the motor 27 can be controlled to move the bolt 15 or latch 17 between their respective positions.

In principle, i.e. independently of the specific embodiment shown, the actuation of the motor 27 can be current-limited, so that the motor 27 stops when the current required for further output of a drive torque becomes too great, i.e. exceeds a predetermined limit value. In this way, the entire motor drive is protected from damage if the bolt 15 or the latch 17 is blocked for any reason (e.g. the door is not properly closed, so that the door lock 11 and the strike plate are not opposite each other, or in the event of a blocked or insufficiently deep bolt receptacle in the striking plate).

The motor 27 is drivingly coupled to the input element 23 of the cylinder receptacle 21 via a toothed belt 29 . The toothed belt 29 rolls directly off a toothing 31 which is provided on an outer surface of the input element 23 and almost completely encloses the input element 23, in particular over an angular range of at least approximately 300°, so that the input element 23 is designed like a gear wheel. In order to guide the toothed belt 29, guide surfaces, deflection rollers and a tensioning device can be provided in the door lock 11 in a basically known manner.

In order to detect the respective rotational position of the toothed belt 29 in order to be able to determine in particular the position of the input element 23 of the cylinder receptacle 21 and above all of the bolt 15 or the case 17, is at the Toothed belt 29, an absolute rotary encoder 33 is arranged. The absolute rotary encoder 33 includes two gear wheels 35, 35', on which the toothed belt 29 rolls and the number of teeth of which differ from one another by one. The product of the two numbers of teeth is greater than the number of teeth of the toothed belt 29. In this way, despite the small size of the two gears 35, 35', each rotational position of the toothed belt 29 can be clearly detected, only limited by the basic resolution accuracy of the absolute rotary encoder 33 will.

A freewheel gear 37 is provided between the toothed belt 29 and the motor 27, which is designed to transmit a drive torque output by the motor 27 in the direction of the input element 23 of the cylinder receptacle 21 and thus ultimately to the bolt 15 or latch 17, but on conversely, drive torque transmitted from the input element 23 to the freewheel gear 37, not to be transmitted to the motor 27, but not to be blocked either. This means that the motor 27 can drive the input element 23 for motorized adjustment of the bolt 15 or the latch 17, but that the input element 23 is not prevented from moving by the motor 27 when the motor 27 is at a standstill, but by the lock cylinder outgoing manual operation remains movable.

The freewheel gear 37 has an input element 39, which is drivingly coupled to the motor 27, and an output element 41, which is drivingly coupled to the input element 23 of the cylinder receptacle 21 and above it to the bolt 15 and latch 17, respectively. The input element 39 is designed at least essentially as a gear wheel with external teeth 43 and, like a worm gear, is directly in engagement with an output element 45, designed as a worm, of the motor 27 in order to receive a drive torque from it when the motor 27 is running.

The output element 41 of the freewheel gear 37 has external teeth 47 in the manner of a gear, on which the toothed belt 29 rolls. In this way, the drive torque is transmitted directly from the motor 27 to the freewheel gear 37, from there to the toothed belt 29 and from there to the input element 23 of the cylinder receptacle 21. Since no other components are required, this entire motor drive is fundamentally particularly compact, with the At the same time, the toothed belt 29 enables the drive torque to be transmitted between the freewheel gear 37 and the cylinder receptacle 21 over a relatively large distance, without taking up much space in the door lock 11 for this purpose.

The input element 39 and the output element 41 of the freewheel gear 37 are rotatably mounted about a common axis of rotation D and can be coupled to rotate together or decoupled to rotate independently of one another. In this case, the coupling advantageously takes place automatically when the input element 39 is driven by the motor 11 . If, on the other hand, the output element 41 is driven in the opposite direction by the input element 23 of the cylinder receptacle 21, the input element 39 and the output element 41 are preferably decoupled from one another.

An exemplary possible design of a corresponding freewheel gear 37 is in the Figures 2 to 6 shown and will be explained in more detail below with reference to these figures.

As in particular in the exploded view of the 2 can be seen, the input element 39 and the output element 41 of the freewheel gear 37 are arranged coaxially to one another and are rotatably mounted about the common axis of rotation D. For this purpose, on the one hand, a fixed place in which (in Figures 2 to 6 not shown) housing 13 arranged bearing ring 49 is provided, in which the input element 39 is rotatably supported with an axial bearing portion 51. On the other hand, a short bearing shaft 53 is also stationary along the axis of rotation D in the housing 13 arranged on which the output element 41 is mounted in the manner of a loose wheel.

The input element 39 of the freewheel gear 37 has an axial through-opening 55, on the inner lateral surface of which a drive contour 57 is formed. An engagement contour 57 is formed axially adjacent to the external toothing 47 on an outer lateral surface of the output element 41 of the freewheel gear 37 . Since both the input element 39 and the output element 41 are at least essentially rotationally symmetrical with respect to the axis of rotation D, the drive contour 57 and the engagement contour 59 are also rotationally symmetrical with respect to the axis of rotation D.

In the assembled state of the freewheel gear 37, the output element 41 is arranged within the through-opening 55 of the input element 39 in such a way that the drive contour 57 and the engagement contour 59 have the same axial position relative to the axis of rotation D and thus face one another in the radial direction. Since a maximum radius of the engagement contour 59 is smaller than a minimum radius of the drive contour 57, there is an annular space 61 running around the axis of rotation D between the drive contour 57 and the engagement contour 59 (cf. in particular Figures 5 and 6 ).

Two coupling elements 63 designed as coupling pins and aligned parallel to the axis of rotation D are accommodated in this intermediate space 61 . For each of these coupling elements 63, the drive contour 57 has a respective entrainment depression 65, which is characterized by a radius that is larger than the otherwise constant basic radius of the drive contour 57. The two entrainment depressions 65 are provided diametrically relative to each other with respect to the axis of rotation D.

As a result, a coupling element 63 can be accommodated at least partially in an entrainment recess 65 of the drive contour 57 . The respective coupling element 63 can still be moved radially between a coupling position, which corresponds to a minimum radial distance between the coupling element 63 and the axis of rotation D, and a freewheel position, which corresponds to a maximum radial distance between the coupling element 63 and the axis of rotation D.

In the freewheeling position (shown in the figures), the radial distance of the coupling element 63 from the axis of rotation D is sufficient for it not to engage in the engagement contour 59 of the output element 41, so that the output element 41 can rotate freely about the axis of rotation D. In the coupling position, on the other hand, the coupling element 63 engages in the engagement contour 59 . In the embodiment of the freewheel gear 37 shown, in which the engagement contour 59 is toothed, the coupling element 63 is accommodated in a valley between two teeth of the engagement contour 59 . The engagement of the coupling element 63 in the engagement contour 59 has the result that the coupling element 63 positively drives the output element 41 of the freewheel gear 37 to rotate about the axis of rotation D when the coupling element 63 in turn is rotated about the axis of rotation D.

In this way, the input element 39 and the output element 41 of the freewheel gear 37 can be drivingly coupled to one another. For such a coupling, however, the coupling elements 63 must first be placed in the coupling position and then also held there, since they would otherwise slide past the teeth of the engagement contour 59, especially since they are moved by two clip springs 67 into the freewheeling position, i.e. in the direction of a larger radial distance are biased by the axis of rotation D. The clip springs 67 are bent in a semicircle and connect respective axial ends of the Coupling elements 63 with one another in such a way that the clip springs 67 completely revolve around the axis of rotation D.

The shifting of the coupling elements 63 into the coupling position takes place in the interaction of the drive contour 57 with a guide contour 71 formed on an at least substantially static guide element 69 of the freewheel gear 37. The guide element 69 is formed as two guide disks 73, 73', which are at least substantially identical in shape have and are arranged parallel to one another and perpendicularly to the axis of rotation D, the input element 39 of the freewheel gear 37 being arranged between the guide disks 73, 73'. the Figures 5 and 6 differ only in that the in 6 shown upper guide disc 73 in figure 5 is not shown.

Similar to the input element 39, the guide element 69 has a through-opening 75, on the inner lateral surface of which the guide contour 71 is formed. In this case, parts of the guide contour 71 which are identical to one another are formed on the two guide disks 73, 73' and arranged in alignment with one another. Both the output element 41 of the freewheel gear 37 and the coupling elements 63 are located at least partially within the through-opening 75 of the guide element 69. In particular, in this way the coupling elements 63 can engage both the drive contour 57 of the input element 39 and the Guide contour 71 of the guide element 69 cooperate.

The guide contour 71 has a total of eight urging projections 77 distributed regularly along its circumference, in which the radius of the guide contour 71 is reduced compared to a basic radius of the guide contour 71 . The urging projections 77 thus protrude radially toward the axis of rotation D. FIG. In particular, the distance between a respective urging projection 77 from the axis of rotation D is so small that a coupling element 63 has an urging projection 77 in the circumferential direction Axis of rotation D can only happen when it is in the coupling position and consequently engages in the engagement contour 59 of the output element 41 . The base radius of the guide contour 71, on the other hand, corresponds approximately to the radius of an entrainment depression 65, so that a coupling element 63 outside of an urging projection 77 can assume the freewheeling position.

The transitions to the respective basic radius at the edges of the entrainment depressions 65 and the urging projections 77 form flanks which are suitable for interacting with a respective coupling element 63 during a rotary movement. When the input element 39 is driven, a respective coupling element 63 is carried along in the direction of rotation by the corresponding flank of the respective entraining recess 65 in which it is accommodated.

Since the guide element 69, unlike the input element 39, is not rotatably mounted about the axis of rotation D, the coupling element 63, which is initially in the freewheeling position due to the prestressing by the clip springs 67, hits the corresponding flank of the next urging projection 77 of the guide contour in the direction of rotation 71. The fixed flank of the urging projection 77 then pushes the coupling element 63 into the coupling position in which it can pass the urging projection 77 but inevitably engages in the engagement contour 59 of the output element 41 of the freewheel gear 37 . In this way, when the input element 39 is driven, its drive-effective coupling to the output element 41 takes place automatically.

After the coupling element 63 has passed an urging projection 77, it preferably remains in the coupling position, in particular due to friction effects, as long as the input element 39 is driven, and can thus pass further urging projections 77. In principle, however, it can also be the case that the coupling element 63 moves back into the freewheeling position after each urging projection 77 has been passed due to the pretensioning by the clip springs 67 is displaced and is urged again into the coupling position by the next urging projection 77 upon further rotation.

If the input element 39 is no longer driven and stands still, the coupling elements 63 are shifted into the freewheeling position by the clip springs. In this respect, the freewheeling position defines a kind of basic state of the freewheeling gear 37, in which the input element 39 and the output element 41 are decoupled from one another in a drivingly effective manner. If in this state a drive torque is transmitted, for example from the input element 23 of the cylinder receptacle 21 via the toothed belt 29, to the output element 41 of the freewheel gear 37, the output element 41 rotates without the coupling elements 63 being placed in the coupling position as a result. Therefore, the driving torque from the output element 41 is not transmitted to the input element 39 . This prevents actuation of the input element 23 of the cylinder receptacle 21 from being blocked when the engine 27 is at a standstill.

In principle, situations are conceivable in which the input element 39 of the freewheel gear 37 comes to a standstill in such a way that the coupling elements 63 cannot be moved into the freewheeling position despite the prestressing by the bow springs 67 . This can be the case, in particular, when the input element 39 stops just such that a respective urging projection 77 of the guide contour 71 is located in the region of an entrainment depression 65 of the drive contour 57 . Such a state is preferably avoided as a rule by the motor control, but cannot be ruled out in principle.

In order to enable the input element 39 and the output element 41 of the overrunning gear 37 to be decoupled, in particular manually, in such situations, the guide element 69 is pivotably mounted about a pivot axis S aligned parallel to the axis of rotation D, with it being held in a basic orientation by a restoring spring 79 , in which preferably the guide contour 71 is arranged rotationally symmetrically to the axis of rotation D. However, the pivotable mounting allows a certain play of the guide element 69 against the preload of the return spring 79. This makes it possible, by applying sufficient force, to push an urging projection 77 of the guide contour 71 far enough away that the respective coupling element 63 moves past the urging projection 77 and into the release position can be moved. The force acting on the coupling element 63 comes in particular from the output element 41 and results, for example, from a strong manual actuation of a key in a lock cylinder accommodated in the cylinder receptacle 21 . In this way, the door lock 11 is protected in particular against being no longer able to be actuated manually in the event of a failure of the motorized drive.

Reference List

11

door lock

13

casing

15

bars

17

Cases

19

square mount

21

cylinder mount

23

Input element of the cylinder seat

25

gear arrangement

27

electric motor

29

timing belt

31

gearing

33

absolute encoder

35, 35'

gear

37

freewheel gear

39

Input element of the freewheel gear

41

Output element of the freewheel gear

43

external teeth

45

Output element of the engine

47

external teeth

49

race

51

storage section

53

bearing shaft

55

passage opening

57

drive contour

59

engagement contour

61

space

63

coupling element

65

carrying recess

67

bail spring

69

guide element

71

guide contour

73, 73'

guide washer

75

passage opening

77

pushing advantage

79

return spring

D

axis of rotation

S

pivot axis

Claims (6)

1. A door lock (11) comprising

   - a cylinder receiver (21) for a lock cylinder which has an input element (23), wherein the input element (23) is configured to be driven by an output element of the lock cylinder in order to adjust a latch (15) and/or a latch bolt (17) of the door lock (11); and

   - a motor (27) to be able to adjust the latch (15) and/or the latch bolt (17) in a motorized manner in addition to the adjustability by means of the lock cylinder,

   characterized in that
   the motor (27) is drive-effectively couplable or coupled to the input element (23) in order to adjust the latch (15) and/or the latch bolt (17) in a motorized manner via the input element (23) independently of whether a lock cylinder is received in the cylinder receiver (21) or not.
2. A door lock in accordance with claim 1,
   wherein the motor (27) is drive-effectively couplable or coupled to the input element (23) via a toothed belt (29).
3. A door lock in accordance with claim 2,
   wherein the input element (23) of the cylinder receiver (21) has a toothed arrangement (31) at which the toothed belt (29) rolls off.
4. A door lock in accordance with claim 2 or claim 3,
   which comprises an apparatus (33) for detecting the revolving position of the toothed belt (29).
5. A door lock in accordance with claim 4,
   wherein the apparatus for detecting the revolving position of the toothed belt (29) is formed by an absolute rotary encoder (33) having two toothed wheels (35, 35') at which the toothed belt (29) rolls off and whose numbers of teeth are co-prime, preferably differing from one another by one.
6. A door lock in accordance with at least one of the preceding claims, wherein the motor (27) is drive-effectively couplable or coupled to the input element (23) via a freewheel gear (37).

Images