EP0863283A2 - Locking device for mounting in the space between a wing edge and the corresponding frame edge - Google Patents

Abstract

A locking bar device is proposed for attachment to an end face of a wing (FR) for locking or unlocking it on a window frame via an actuating lever on a gearbox (1; 1a, 1b), a rebate space (F) being defined between the front side of the wing and the window frame is. The locking rod device (10a, 22a, 24a) is divided into two at least on one side of the gearbox, in an elongated locking section (22a, 22b; 24a, 24b) for attachment and longitudinal movement in a first movement plane (E1) outside the groove (N) or Above the end face (FS) of the wing (FR) in the rebate space (F) between the end face and frame and an elongated force transmission section (10a, 10) which can be directly adjusted in the longitudinal direction (x, y) via the gear (1; 1a, 1b) 10b) for attachment as a cover rail for the groove (N) or on the end face (FS) of the wing. The transmission section (10a, 10b) is guided in a second level (E2) below the first level (E1). Thus, the locking device is independent of the depth of the groove or of a "fitting groove" at all, so that it can be used more universally, both for deep grooves as well as for flat or no grooves, and nevertheless an adjustment of the bolt to different dimensions of the wing becomes possible. <IMAGE>

Description

The invention relates to a locking device with the wing (of windows or Doors or flaps) can be locked in the closed position and this Latch position can also be unlocked to open the sash. The lock and unlocking takes place on one or two sides, depending on the type of leaf and mostly via a rotary movement of an actuating lever, which is its actuating torque a transmission, which is arranged on the locking device, in a longitudinal direction Movement of locking bars - one-sided or two-sided, as well as parallel or opposite - transfers.

In this technical field, it is an object of the invention to make the locking device independent of the depth of the groove or of a groove in the wing at all (usually referred to as "fitting groove"), so that a locking device can be used more universally, both for deep grooves, as for flat or no grooves and nevertheless adjustment of the bolt to different dimensions of the leaf is possible, which adjustment should not be done by cutting to length (separating bolt members), but should be easier to install and use. A special additional aspect is the economical production.

The object is achieved when the locking bar device according to claim 1 is trained. Claim 15 describes a possible working method of Invention. An elongated cover (claim 8) for the direction of movement outer edge sections is a modular component that can be used for the invention, with which the bolt section in the rebate area, i.e. above the groove, as far is provided, covered and held at all. If there is no groove, the reference point is the front side (wing narrow side), above which the cover and the latch section and the "cover rail" run.

According to the invention, the locking device works with an (elongated) Locking section for the locking function and an (elongated) power transmission section, which (directly) originates from the transmission, which two Sections movable in two parallel (spaced apart) planes E1, E2 are held, of which a level E1 above the groove (with any depth and Cross section) and the other plane E2 runs near the top of the groove, which is opens in the fold area of the wing. The lower level E2 is from the elongated power transmission sections defined by the transmission; at their end area are the higher (or further outward) transom sections definable, which are performed in the first level E1. The latter level runs in Folding area (outside the groove). If no groove is provided (groove depth is "zero"), the cover rail runs on the wing front side next to the flap.

With the invention at least the outer areas in the direction of movement Locking device moved into the folding area F; that section of the then on The two bars, which are divided in two, run above the one that works as a drive rail Cover rail (outside the groove) to lock the latch function at the corner area of the wing take over. The section of the bipartite rain that derives the power from that Actuating transmission transmits to the above-mentioned locking section runs as Cover rail (just inside or at the top of the groove or without a groove the front of the wing) and transmits the linear movement from the gear to the outer bar sections in the rebate clearance. A clutch is used to transmit the power used the linear movement on the elongated bolt section - so between the E1, E2 levels - transmits.

The coupling allows a length adjustment by a short, e.g. by Corrugation formed contour area, which extends into an elongated Counter contour area of the transom section guided above the cover rail positively engages (claim 4, claim 5), so that a change in the engagement a change in the effective length of the locking section and the power transmission section taken together results. This can be a mechanical working (cutting, sawing or otherwise separating) adapting the Latching devices are dispensed with, in favor of an adjustable one for the respective case Engagement between clutch and bolt section.

The invention thus creates the locking device independently of groove depths or to design "grooves" at all, their depth (and also the cross-sectional shape) in the According to the invention, wings have practically no influence on the way the actuation and fastening of the locking device. The bolt level - the Plane section movement level - is shifted to the rebate area.

Insofar as the term "above" is used in this description, a installed condition of the locking bar device described, based on the groove on the wing or the end face FS of the wing at zero groove depth. Is above the groove outside the groove. Outside the groove is the rebate area of the wing. The groove is in the area that lies on both sides of the transmission, from that as a power transmission section working "cover rail" at least partially covered - if available -, depending on the groove width in terms of shape and size. An additional Cover rail for the groove, the width of which is matched to the groove, is not required. If there is no groove, no cover rail is necessary, it remains then only one drive rail as a "cover rail" partially covering the end face.

As a counterpart to the clearance air area explained above, in which the first Actuating level E1 lies in which the external locking sections of the Latch device are guided, a second level is defined, which is lower than that first floor. When installed, this is to be understood as the second Level E2 is oriented closer to the groove base, i.e. further to the front of the wing, related to the first level E1. The second level E2 is in the upper end of the led to the groove open groove, that can just inside the groove or already be at the upper end of the groove that leads into the fold area F.

An adjustment does not even have to be made so that both sides of one side acting bar (claim 2) have the same length, rather it is the same possible, the locking device on one side with a different effective length to design than on the other side of the transmission.

The bar section running in the rebate area can be covered (claim 8, Claim 11, claim 13), the cover can in its outer end region (Corner area) be designed to be angled in order to be fastened around the wing will. In this angular range, a guide can be provided for the front area of the transom section, which is elongated overall and very is flat, but here in a substantially cylindrical (circular or oval) shape that reaches the actual locking in the frame and for this purpose is guided in the cover section formed at an angle on the end face (Claim 9,10).

The cover defines three areas (claim 14) along the locking device. in the In the intermediate area there is an overlap length that changes with the actuation; there the cover can lie directly on the cover rail, but should not use clamping to maintain the ability to move x, y. The corner area, from which the cover originates, extends clearly along the face, at least on a length that corresponds to the longitudinal extent of the gear housing. The in provided significant length outside the gearbox Cover rail section is longer than the longitudinal extent of the gear housing. Of the changing overlap area as an intermediate area has an extension that corresponds at least to the length of engagement between the locking section and the cover rail (Level change range) and can assume values based on this measure that also significantly longer than the longitudinal extent of the transmission housing in the direction of Front of the wing are.

Is the cover rail about as wide as the cover of claim 8, is Sidewall height reduced by one step along the intermediate area to enable the overlapping state (claim 13, alternative a). Near the The elongated cover is supported on the front side of the corner area of the wing of the wing or in the outer area of the groove - if available. Is that The cover rail can just be in a groove or directly on the wing face Cover should be wider than the groove to be next to the groove or in a flat groove or supported on the front of the wing. The cover is then on the inside End (facing the gearbox) is open to allow passage from here as a cover rail Allow working drive rail (claim 13, alternative b).

The cover has a circumferential side wall that the latch section above the Completely covers the cover rail (on the side) and additionally has a cover wall, those in the direction of the fold (pointing away from the cover rail) that in the fold air area lying latch section covered. The locking section is thus complete covered and can also be guided from the cover if it is a has such a width that the inner clear width of the cover substantially corresponds.

The height of the side wall depends on the type of coupling selected (Claim 11). The clutch can be designed as a short piece (claim 5) so that they directly only flat and over the positive contours on the corresponding flat bolt section rests or it can be designed so that one in Cross-section U-shaped shape is given. If it is arranged on the cover rail, so it has laterally extending guide bars on the flat latch section Reach past above the cover rail, so that only one inside positive coupling takes place, in which case the lateral guidance of the Latch section in the cover from the side bars of the coupling pieces be taken over. Intermediate heights can be designed accordingly, between the both mentioned heights.

Figur 1

ist eine auf zwei Seiten des Getriebes 1 jeweils zweiteilige, abnehmbar bzw. aufsetzbar ausgestaltete Riegeleinrichtung. Erkennbar sind die als Treibschienen arbeitenden Deckschienen 10a,10b mit dem Getriebe 1 und den auf beiden Enden der Deckschiene vorgesehenen ersten Beispielen von Abdeckungen 21a,21b, in denen die oberhalb der Deckschiene verlaufenden und langgestreckt ausgebildeten Riegelabschnitte 22a,22b verlaufen.

Figur 2

ist eine Schnittansicht des Bereiches des Riegels, der mit der Abdeckung 21a versehen ist; am rechten Rand des Bildes verläuft die als "Deckschiene" arbeitende Treibschiene 10a, die zum Getriebe 1 hin ausgerichtet ist. Der linke Bereich E ist der Eckbereich. Der zum Getriebe 1 hin gerichtete Bereich ist der Antriebsbereich AB. Dazwischen liegt der Zwischenbereich WB, der oberhalb der Deckschiene in der Falzluft verläuft und eine Kupplung 11a beinhaltet.

Figur 3

ist eine Schnittdarstellung A-A aus Figur 2 im Bereich der Kupplung 11a. Figur 3 ist allgemein so zu verstehen, daß sie sowohl den Kupplungsbereich 11a der Figur 2 als auch den entsprechenden Kupplungsbereich 11b auf der anderen Seite des Getriebes 1 beschreibt und deshalb sind die Bezugszeichen in der Figur 3 ohne die jeweiligen Suffixe a,b gewählt. Das Bezugszeichen "11" betrifft also sowohl das Kupplungsstück 11a als auch das Kupplungsstück 11b.

Figur 4

veranschaulicht einen Ausschnitt eines Flügels FR mit einer Nut N und einem Überschlag U an der Schnittstelle A-A von Figur 2. Die Innenseite des Überschlags und die Flügelschmalseite (Stirnseite) FS, in der die Nut N angeordnet ist, bestimmen den Falzbereich F (Falzluft) zum Blendrahmen hin, der hier nicht gezeigt ist. Ersichtlich ist der Einbau des Riegels, hier nur des Bereiches der im Schnitt dargestellten Figur 3, mit einer in den Falzbereich F reichenden Riegeleinrichtung, die dort abgedeckt ist.

Figur 2a, Figur 3a, Figur 4a

zeigen ein weiteres Ausführungsbeispiel und entsprechen den vorigen Figuren bis auf die Abdeckungen 21a,21b. Die Abdeckung von Figur 2a entspricht bis auf die fehlenden Stufen im Bereich 25b in den Seitenwänden derjenigen der Figur 2, in der die Stufen 25 vorgesehen sind. Die Kanten K der Seitenwände der Abdeckungen 21a,21b enden in Höhe der Unterseite der Deckschiene 10a,10b.

Figur 1b

entspricht der Figur 1, nur ist die Kupplung 11a von Figur 1 verlegt als Kupplung 11d auf die Seite des im Falzbereich F längsbeweglichen Riegelstücks 22a. Eine randseitige Verzahnung 12 an der als Deckschiene 10a arbeitenden Treibstange sorgt für die Kopplung zwischen den beiden Ebenen E1,E2.

Figur 2b

ist eine Schnittansicht, entsprechend Figur 1b. Die Abdeckung 21a im Eckbereich deckt die offen auf der Stirnseite FS des Flügels (ggf. in einer flachen Nut verlaufende) Deckschiene (als Treibschiene) ab. Die Abdeckung von Figur 2b entspricht in etwa derjenigen der Figur 2a.

Figur 4b

ist eine Schnittdarstellung A-A aus Figur 2b im Bereich der Kupplung 11d.

Figur 4c, Figur 4d

zeigen Varianten von Figur 4, 4a, 4b mit reduzierter Nuttiefe und ohne jede Nut.

Figur 5

ist eine Übersicht über verschiedene Nuten und Nutentiefen mit zugehörigen Anbringungsvarianten von Riegeleinrichtungen der vorigen Figuren. Die Riegelung benötigt den Nutgrund nicht mehr und ist so von der Tiefe der Nut unabhängig.

The invention (s) are explained and supplemented below using several exemplary embodiments.

Figure 1

is a two-part, removable or attachable locking device designed on two sides of the transmission 1. The cover rails 10a, 10b working as drive rails with the gear mechanism 1 and the first examples of covers 21a, 21b provided on both ends of the cover rail can be seen, in which the locking sections 22a, 22b, which are elongated and extend above the cover rail, run.

Figure 2

Fig. 14 is a sectional view of the area of the latch provided with the cover 21a; On the right edge of the picture runs the drive rail 10a, which works as a "cover rail" and is oriented toward the transmission 1. The left area E is the corner area. The area facing the transmission 1 is the drive area AB. In between is the intermediate area WB, which runs above the cover rail in the rebate air and contains a coupling 11a.

Figure 3

is a sectional view AA of Figure 2 in the area of the coupling 11a. Figure 3 is to be generally understood to describe both the clutch area 11a of Figure 2 and the corresponding clutch area 11b on the other side of the transmission 1, and therefore the reference numerals in Figure 3 are chosen without the respective suffixes a, b. The reference symbol "11" thus relates to both the coupling piece 11a and the coupling piece 11b.

Figure 4

illustrates a section of a wing FR with a groove N and a flap U at the interface AA of Figure 2. The inside of the flap and the narrow side of the wing (end face) FS, in which the groove N is arranged, determine the fold area F (folded air) Frame, which is not shown here. The installation of the bar, here only the area of FIG. 3 shown in section, can be seen with a bar device which extends into the folding area F and is covered there.

Figure 2a, Figure 3a, Figure 4a

show a further embodiment and correspond to the previous figures except for the covers 21a, 21b. Except for the missing steps in the area 25b in the side walls, the cover of FIG. 2a corresponds to that of FIG. 2, in which the steps 25 are provided. The edges K of the side walls of the covers 21a, 21b end at the level of the underside of the cover rail 10a, 10b.

Figure 1b

corresponds to FIG. 1, only the coupling 11a of FIG. 1 is laid as a coupling 11d on the side of the locking piece 22a which is movable longitudinally in the fold area F. An edge-side toothing 12 on the drive rod working as a cover rail 10a ensures the coupling between the two planes E1, E2.

Figure 2b

is a sectional view corresponding to Figure 1b. The cover 21a in the corner area covers the cover rail (as a drive rail) which is open on the end face FS of the wing (possibly running in a flat groove). The cover of Figure 2b corresponds approximately to that of Figure 2a.

Figure 4b

is a sectional view AA of Figure 2b in the area of the coupling 11d.

Figure 4c, Figure 4d

show variants of Figure 4, 4a, 4b with reduced groove depth and without any groove.

Figure 5

is an overview of different grooves and groove depths with associated attachment variants of locking devices of the previous figures. The locking mechanism no longer needs the groove base and is therefore independent of the depth of the groove.

FIG. 1 shows a polygonal holder 1a, into which an actuating lever is inserted, for transmitting torque to a transmission, which is provided in the housing 1b and which has a rotary movement in a longitudinal movement x, y of the force transmission sections 10a, which are designed here as rods. 10b enables. The gear 1 is flat and elongated and is inserted laterally in a sash FR. The elongated force transmission sections 10a, 10b are then accommodated in the groove N shown in FIG. 4 as a cover rail. In this example, the bolt shown is a double-acting bolt that works in opposite directions, that is to say, with a rotary movement, sets the two cover rails 10a and 10b in longitudinal movements x, y, which are directed away from the transmission 1.

The two flat power transmission sections 10a, 10b and their further Coupling to the respective locking pieces 24a, 24b is only intended below with regard to the an area will be explained, which has the suffixes "a" at the reference numerals. The corresponding description to the arrangement with the reference number suffixes "b" this is readily apparent to the specialist.

At the end of the flat cover rail 10a, a coupling area is realized via a coupling piece 11a, which is shown in section in FIG. 2 and which also clearly shows in FIGS. 3 and 4 . The coupling piece 11a has a corrugation pointing downwards in FIG. 2 , which positively engages in a corrugation of the elongated, here also flat locking section 22a pointing towards the cover rail and allows the engagement point of the coupling piece 11a to be moved in the elongated locking section 22a guided above the cover rail. Here, the length of the bar is adjusted from the gear 1 to the corner region E, which is shown in FIG. 2 as an angle piece 30a, which enables the bar portion 22a to be attached to the wing FR around the corner. The design of the cover 21a of the locking section 22a already mentioned, which serves for fastening around the corner, also forms the movement guide through an opening 32 for the locking piece 24a, which is round in this case and which has been arranged, for example riveted, at the front end of the locking section 22a.

The cover 21a has circumferential side walls which surround the locking section 22a and has only a small height which extends above the cover rail into the fold area F from FIG. 4 . The cover is thus elongated and at the end of the side walls facing the fold area F these are covered by a cover wall, as can be seen better in section from FIG. 3 . Thus, the cover 21a forms a cuboid-shaped housing which covers the locking section 22a above the cover rail and which not only has a covering and protective function, but can also assume a guiding function, at least in the opening 32 in which the locking piece 24a extends through the cover .

The locking bar 22a has a slot 23a, which is provided between the outer end of the form-fitting counter-corrugation and the start of the locking piece 24a, in order to secure the cover 21a in the outer edge region of the groove N, which is secured in this region by a screw Sa and does not have a cover rail in this region has to allow. The cover rail already ends in the intermediate area WB. In FIG. 1 steps 25 can be seen in the side wall of the cover 21a, which indicate that the shortest possible latch is given when the end of the drive rail 10a abuts the step 25 in the side wall of the cover 21a. If the step 25 is further removed from the end of the cover rail or vice versa, the bolt becomes longer, while at the same time the coupling piece 11a can still engage in the mating coupling of the flat bar 22a. The step 25 allows the cover rail 10a to be moved without friction, while the cover 21a is supported in the region E on the wing.

In the intermediate area WB, where a variable overlap from the cover rail 10a, 10b and the cover 21a, 21b exists, the cover rail is used as a drive rod or power transmission section, starting directly from transmission 1, in the free space added a reduction in the height of the side wall of the Cover 21a, 21b creates; this creates the step 25 to the corner area E, in which the cover 21a, 21b in the groove outer area or - which will be explained later - rests directly on the front of the wing and, for example, by a Screw Sa can be attached tightly there.

The positive engagement of the coupling piece 11a in the locking section 22a can be seen in FIG. 3 . The locking section 22 in FIG. 3 is designed to be somewhat narrower than a tooth coupling piece 11 provided with two webs that pass by it laterally, and which, with these two webs that pass by the locking bar, also laterally reaches the guide in the section U-shaped housing 21. The power transmission rail 10 is fixedly attached to the coupling piece 11 with a riveted connection. The power transmission is thus shifted out of the groove N into the plane E1 in the rebate area F.

The angular ends in the corner region E of the transom, indicated in FIG. 2 , only serve to fasten the cover as a cover encompassing the corner in the region of the essential section of the transom above the cover rail, designated WB in FIG. The fastening is achieved with the screw Sa. If the groove N extends over a corner, the angle 30a can have a guide web 31a which matches the groove and which enables a side-stable guidance and fit.

It had previously been described that the flat locking bar 22a at one end has cylindrical locking piece 24a, which through the opening 32 of the cover 21a protrudes and is guided there. The locking piece 24a can be fixed to the rack part be connected, it can be integrally formed with the flat section, it can but also be provided with a thread that adjusts the length of the the opening 32 protruding locking piece 24a. In addition to the Length adjustment can also be a aspect of simplified assembly Bolt piece 24a only after cover 21a has been mounted on the wing FR screw in from the outside.

In the case of wings FR, there is usually a free space in the fold F ("fold air") of the frame (fixed frame), which is at least 12 mm in height. In this area, the invention and the exemplary embodiments of the invention relocate the coupling between the force transmission rail, which is also guided in the upper region of the groove, as a simultaneous cover rail 10a, which is often referred to as a "drive rail", and the long locking section 22a, 24a, which is shown in FIG Cover 21a is guided. The width of the cover is matched to the groove N, so that it works as a hollow box cover in the areas in which the cover rail is not present. In this area, the side walls, starting from step 25 in FIG. 2 , engage in the uppermost groove section that would otherwise have been occupied by the cover rail. If the coupling area is removed from the groove and shifted into the "rebate air", there remains only one function for the groove, it can still accommodate the drive rail in the upper section and this drive rail is thin compared to known groove depths in wooden wings FR, so that a complete Independence from the groove depth is achieved and the proposed locking device can be used for almost every sash, regardless of whether it has a plastic profile, wood profile or metal profile and consequently has significantly different groove depths (up to "zero").

This is made possible by the fact that above the driving "cover rail" the bar working in the corner is coupled and the drive rail is shortened.

The preceding, very detailed description of FIGS. 1, 2, 3 and 4 also applies analogously to FIGS. 2a, 3a and 4a , provided that nothing different from these figures is explained below. Here, too, the cover 21a is practically designed in the same way as the cover 21a of FIG. 2, only in FIG. 2a there is no step in the area 25b that was still present in FIG. Without such a step, the plane of movement E2 of the drive rail 10a shifts somewhat further towards the groove N of the wing FR and the cover lies with the free edge K (the foot edge) shown in FIG. 3a, which forms a straight line without a step , in the upper outer regions of the groove N according to FIG. 4a not only in the corner region E, but over the entire length of the cover 21a. The elongated locking bar 22a, 24a also remains outside the groove in the rebate area F and covered by the cover 21a, only with a somewhat stronger coupling 11a is a displacement of the movement plane E2 into the groove N achieved. This locking device is also independent of the groove depth and the groove depth shown in FIG. 4a is only of an exemplary nature. Since the drive rail 10a, which continues to function as a cover rail in the drive region AB, cannot be moved longitudinally in the upper outer region of the groove, as shown in FIG. 4, it is designed to be somewhat narrower, but its width does not depend on any groove, it should only be so narrow that it fits into any groove width N of Figure 4a.

Figures 1b and 2b correspond to Figures 1 and 2, with respective reference numerals are left the same. One change lies in the fact that the drive rail 10a has toothed ends 11c in the edge region which relate to one part of a coupling 11c / 11d. The second part of the coupling is designed as a block 11d, corresponding to the block-shaped design of the coupling 11a from FIG. 1. The coupling block 11d equipped with edge-side corrugations 12 to match the edge-side teeth 12 on section 10a is fixed to the locking bar 22a or 22b arranged on the other side of the latch.

In the example in FIG. 2b , the drive rail 10a (as a cover rail over the end face) can run directly on the narrow end edge FS according to FIG. 4c, without a groove being required only for guiding the drive rail or cover rail. If the locking bar device works without adjustment to a slot, it is not dependent on slots or on slot depths, it can therefore be used for any sash, regardless of whether it has a slot and depending on the shape and depth of the slot, what the locking bar device has can be used universally for both wooden windows, metal windows and plastic windows. Nevertheless, it can also be inserted into a groove which is flat, as shown in FIG. 4b, as section AA of FIG. 2b.

Figures 4, 4a, 4b, and 4c and 4d show the consequence that follows from the preceding description that a complete independence from the groove depth is achieved, so it is also considered that no grooves (groove height or groove depth equal to " Zero ") exist. Then the end face FS of the wing is without a groove and in the "rebate air" is coupled next to the wing flap U, while the "cover rail", which covered the groove at least a clear width range, rests directly on the end face and under those in the corner areas E of the wing provided covers 21a, 21b are movable according to the embodiment of Figures 1,1a, 1b .

4c and 4d show the transition from a completely flat groove according to FIG. 4c to no groove at all according to FIG. 4d (groove depth is zero). In FIG. 4c, at least the cover rail is still in the groove and the foot edge K of the cover 21 also engages in the edge regions E of the groove in the corner region E, while the space created via the step 25 in the side wall serves as freedom of movement for the cover rail working as a drive rod 10 remains. If there is no groove, the same free space remains for the longitudinal movement x, y of the “cover rail” 10, which is then only a connecting rod, which lies on the end face FS of the wing and is covered by the cover 21 in the intermediate area WB. In the corner area E, the cover 21 (stands for 21a, 21b) lies firmly against the end face, without a space.

According to FIGS. 4d and 4c, the cover rail 10 can have a width that corresponds to that of the cover 21, so that there is an overall box-shaped Formation in cross section results, at least in the intermediate area WB. Is still a groove present, the cover rail 10 should not be wider than the groove, but can be narrower be as the cover, which then with its edges K either in the edge areas the groove N rests according to FIG. 4a and engages there or is even wider and also if the groove is provided, it rests directly on the end face FS of the wing.

The summarized considerations of the preceding figures are illustrated in FIG. 5 ; it illustrates various groove depths N1, N2, N3, which are shown on the left below each other. A rebate space F is formed between a wing FR, which is pivotable relative to a frame (shown in dashed lines), which is covered by a flap U in the closed state. In this area, the invention shifts the movement of the outer ends of the locking bars, covered by covers 21a, 21b. It is therefore no longer a question of the groove or groove depth in order to connect certain locking bars to the wing in such a way that they remain longitudinally displaceable, but are arranged in a direction perpendicular to it without noticeable play or firmly. Thus, in FIG. 5, the groove depth N1, which is shown in partial image (a), represents a groove that is often encountered on wooden windows, which depth can be standardized - Euro groove - or has different depths for different (national) standards. Such a groove has a step-shaped course, but can also have a flatter shape, so that a groove shape N2 is given according to partial image (a). A groove that is often encountered on metal windows or plastic windows is the groove N3, which is no longer stepped but only corresponds to the outer edge region of the groove N2 from partial image (a). Such a groove is shown in partial image (b). Another possibility is the elimination of any groove, so that only one end face FS of the wing is present, which is shown in partial image (c).

FIG. 5 shows in the right partial image (d) all the grooves N1, N2, N3 and the associated attachment of a drive rail 10a with a coupling piece 11a which engages in the rebate space F and is available there for coupling purposes with an elongated locking section which is displaced into the rebate space, which emerges from all the figures and has mostly been designated 22a, 22b there. The groove base NG has no influence on the attachment, which is symbolized by the arrow.

The attachment to the wing geometry according to drawing (c) can be seen in FIG. 4d are removed, one corresponding to the section A-A of Figure 2 Is shown, with one on the wing end face FS Driving rail 10. A cover according to FIG. 4b can also be selected as equivalent are, even without an existing groove, in which the drive rail 10a is narrower and runs inside the side walls of the cover, the edges of which face towards the wing K as straight lines over the entire length of the covers on the end face FS or lie in the edge area of the groove. The variant of Figure 4b can therefore both for a flat groove, as well as used for an attachment directly on the end face FS will.

The comparison of FIGS. 4c and 4d clearly shows the shift of the Movement level E1 in the rebate clearance F while closer to and below the wing Level E1, level E2 lying directly on the face, in the upper outer area of the groove or can even be guided to move a little further into the groove, as can be seen in FIG. 4a. The coupling piece 11a with the contours and Counter contours 12 are based on the spacing to be bridged in each case Levels E1, E2 and the selected width of the drive rail 10 and elongated bolt section 22 adapted.

Claims (19)

Locking bar device for attachment to an end face of a wing (FR) for locking or unlocking it on a window frame via an actuating lever on a gearbox (1; 1a, 1b), a rebate space (F) being defined between the front side of the wing and the window frame The locking rod device (10a, 11a; 22a, 22b; 24a, 24b) is divided in two at least on one side of the gearbox, into an elongated locking section (22a, 22b; 24a, 24b) for attachment and longitudinal movement in a first movement plane (E1) outside the Groove (N) or above the end face (FS) of the wing (FR) in the rebate space (F) between the end face and the frame and an elongated force directly adjustable in the longitudinal direction (x, y) via the gear (1; 1a, 1b) -Transmission section (10a, 10b) for attachment as a cover rail of the groove (N) or on the end face (FS) of the wing, which transmission section (10a, 10b) in a second E below the first plane (E1) bene (E2) is guided. The device of claim 1, wherein the functionally split design both sides of the gearbox (1a, 1b; 1) is functionally the same (two-sided Bars). Device according to one of the preceding claims, wherein the one of the elongated sections (10a, 10b; 22a, 22b) at or near his End region of a coupling (11a, 11b, 11c, 11d ...; 12) which is fixed there which has the distance between the two movement planes (E1, E2) bridged. Device according to Claim 3, in which the coupling (11a, 11b, 11c, 11d, ...; 12) has positively lockable contours (12), in particular of the as Groundbreaking cover rail (10a, 10b) serving to transmit force, for correspondingly adjustable engagement of the contours in the longitudinal direction shaped counter contours (12) of the other section (22a, 22b; 10a, 10b). Device according to claim 3 or 4, wherein the
Coupling (11a, 11b, 11c, 11d ...; 12) is designed as a block and its engagement contours (12) are significantly to much shorter than the cover rail (10a, 10b) or the elongated locking section (22a, 22b). Device according to one of the preceding claims, in which the as a cover rail intended power transmission section (10a, 10b) and the elongated Bolt section (22a, 22b) are largely flat. Device according to one of the preceding claims, in which the two over positive contours (12) interlocking areas of the power transmission section and the elongated bolt section (10a, 10b; 22a, 22b) run in the first level (E1) or the second level (E2). Device according to one of the preceding claims, in which the Locking section (22a, 22b) of an elongated cover (21a, 21b) is covered in which cover it is above the front side (FS) of the Wing (FR) held in the rebate (F) between the front and the frame and / or is performed. Device according to one of the preceding claims, in which the The locking section (22a, 22b) is configured essentially round on the front is (24a, 24b) to one in a corner of the corner area (E) Bolt section (22a, 22b) covering cover (21a, 21b) laterally stable in a guide (32) to be guided. A device according to claim 8 or 9, wherein one or the end portion (30a, 31a; 30b, 31b; E) of the cover (21a, 21b) extends at an angle to the cover, to be fastened around the corner in the corner area of the wing (FR). Device according to one of claims 8 ff., In which the cover length of the elongated cover (21; 21a, 21b) is much longer than its height, in particular the height of the cover essentially the thickness of the above the groove (N) or above the end face (FS) of the wing (FR) provided area of the coupling (11a, 11b, 11d, 11f) or the sum of the Thickness of coupling and elongated locking section (11a, 11b; 22a, 22b) corresponds. Device according to one of the preceding claims, in which the Cover rail (10a, 10b) an existing groove (N) in the end face (FS) can cover largely in the transverse direction, but not specifically to the Width of a certain (predetermined) groove is matched. Apparatus according to claim 1 and claim 8, wherein when assembled - the elongated cover (21a, 21b) (a) engages in the corner area (E) in the outer area of a groove (N) and a recessed step (25) in the side walls of the cover (21a, 21b) leaves room for movement for the cover rail (10a, 10b) working as a driving rail which is longitudinally movable (x, y) at the level of the step and has approximately the width of the cover (21a, 21b); or (b) the cover rail (10a, 10b) working as a drive rail is narrower than the clear inner width of the cover (21a, 21b) and the cover has a straight, continuous contact edge (K) to the wing, but inside (to the gear pointing) end area for the passage of the cover rail (10a, 10b) is open (25c). Device according to claim 1 and claim 8, in which three overlap sections are provided in the locking bar device, which is divided on each side, in the assembled state (a) in a corner area (E) the locking section (22a, 22b) is covered by the elongated cover (21a, 21b); (b) in a section of considerable length outside the gearbox (1; 1a, 1b) the cover rail as the force transmission section (10a, 10b) is open to the rebate air area (F) between the sash and the frame, next to the flap (U) of the wing (FR), as a drive area (AB) ; (c) between the two areas according to (a) and (b) is an overlap area which changes with longitudinal adjustment (x, y) of the cover rail (10a, 10b) as an intermediate area (WB) in which the cover rail is in or under the cover ( 21a, 21b) engages to be coupled to one another in the rebate air area (F) with the permanently covered locking section (22a, 22b) (11a, 12; 11d, 12). Method for locking and unlocking a leaf (FR) by a bolt (10a, 11a, 22a, 24a; or respectively "b") held and guided in the rebate area (F) next to the flap (U), in which
In the rebate area (F) above an end face (FS) or outside a groove (N) of the wing (FR) introduced there - a section (22; 22a, 22b) of the bar with a substantial length under an elongated cover (21; 21a , 21b), which protrudes into the folding area (F), the locking section (22a, 22b) extending in an external plane (E1) in the folding space or folding air area (F) over a
Coupling (11; 11a, 11b, 11c, 11d, 11e; 12) for a linear movement (x, y) is coupled to a lower level (E2) from which the linear movement (x, y) is transmitted. Method according to one of the preceding method claims, in which a force transmission rail (10a, 10b) is also a cover rail with which the Longitudinal actuation (x, y) is carried out from a gearbox (1). Method according to one of the preceding method claims, in which the Coupling (11a, 11b) short compared to a substantial length having locking section (22a, 22b), which has at least one a mating coupling has a significant length range of its essential length, with which the length of the bar is set. Method according to claim 15, in which in the rebate area (F) of the wing (FR) is coupled (11a, 11b). Method according to one of the preceding method claims, in which a force transmission rail (10a, 10b) at the same time a cover rail for the groove (N) is with which cover rail the longitudinal actuation (x, y) from the gearbox (1) is made.

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