Shaft drive

Abstract

The invention relates to a shaft drive for a closing element (2) of a motor vehicle, the shaft drive being used to generate a linear drive movement along a shaft axis (8) of a geometric structure, wherein a tubular drive housing (9) is provided and a shaft unit (3) is provided in the drive housing (9) along the shaft axis (8), the shaft unit having a shaft guide bushing (4) and a shaft (5) movably supported in the shaft guide bushing, wherein a first drive coupling (6) and a coupling relative to the first drive coupling are provided for generating the drive movement A second drive coupling (7) with a linearly displaceable coupling, wherein a shaft guide tube (10) is connected to a first drive coupling (6) and together with the first drive coupling (6) forms a first drive train component (11), which is connected to a shaft guide bushing (4) of a shaft unit (3), and wherein a connecting element (13) is connected to a second drive coupling (7) and together with the second drive coupling (7) forms a second drive train component (12), which is connected to a shaft (5) of the shaft unit (3). It is proposed that the shaft (5) is supported in the shaft guide bushing (4) in such a way that it can move purely linearly in the shaft guide bushing (4).

Description

Technical Field

[0001] The invention relates to a spindle drive for a closure element of a motor vehicle according to the preamble of claim 1, a corresponding spindle drive according to the preamble of claim 10 and a drive assembly for a closure element of a motor vehicle according to the preamble of claim 11. Background Art

[0002] The spindle drive and the drive assembly are used within the scope of the adjustment of a motor of a closing element of a motor vehicle. Such a closing element can be, for example, a door of a motor vehicle, in particular a sliding door, or a flap of a motor vehicle, in particular a tailgate, a tailgate, a hood, a loading space floor or the like. In this context, the term "closing element" is to be understood broadly.

[0003] For the motor adjustment of the tailgate of a motor vehicle, it is known to provide one or two spindle drives in the edge region of the tailgate opening (DE 10 2014 117 008 A1), each of which has a tubular drive housing and a spindle unit in the drive housing in the form of a spindle-spindle nut transmission, which has a spindle and a spindle guide bushing in the form of a spindle nut as a transmission pair. In addition, a drive unit with a drive motor is accommodated in the drive housing, which drives the spindle in rotation, if possible via an intermediate transmission. As a result, the spindle nut and the spindle guide tube connected to the spindle nut are moved axially relative to the spindle along the geometric spindle axis by the screw connection between the spindle and the spindle nut. In this way, a linear drive movement is generated along the geometric spindle axis between the two drive housing parts and the drive coupling connected thereto, which in turn promotes the opening or closing of the closing element, such as the tailgate.

[0004] In particular, for cost reasons, only a single motor-driven shaft drive, as defined above, is usually provided as the so-called "active side", which is arranged at one of the edge regions of the flap opening. In order to balance the tailgate and reduce the load on the single shaft drive, a pure gas compression damper or a gas compression damper in combination with a compression spring (gas compression spring) is usually provided as the so-called "passive side" at the opposite edge region of the flap opening instead of the shaft drive.

[0005] In order to equip a motor vehicle with a motor-driven shaft drive on the one hand and the passive side described above on the other hand, two different designs must therefore always be produced, maintained and assembled. This leads to increased complexity in the production of drive components for closing elements of motor vehicles. Summary of the invention

[0006] The invention is based on the problem of reducing the production complexity for a drive assembly with an active side and with a passive side.

[0007] This problem is solved in a shaft drive according to the preamble of claim 1 by the features of the characterizing part of claim 1 .

[0008] The following consideration is important in principle: the drive assembly for a closing element of a motor vehicle, such as a tailgate, is not provided on the passive side as in the prior art with a completely different design relative to the active side, but rather with a design that has a substantially identical structure and in particular at least a largely identical structure to such a design on the active side. Thus, instead of a conventional gas compression damper or a conventional gas compression spring, a design is provided on the passive side according to the proposal, which, ignoring the drive of the non-existent motor, comprises to the greatest extent the same components as the motor-operated shaft drive on the active side. This has the advantage that in order to produce the drive assembly for the closing element of a motor vehicle, which should have an active side and a passive side, substantially the same components can be used, which significantly reduces the manufacturing effort. When using the same components for the active side and the passive side, the same high quality and service life are also ensured for both designs, since the individual components are optimally coordinated with each other, in particular with regard to tolerances. The outer dimensions and outer appearance of the active side and the passive side can also be selected identically. Yet another advantage is that the bending stiffness is increased compared to conventional gas compression dampers or the like.

[0009] Thus, according to the proposal, the tube system of the motor-operated shaft drive arranged on the active side can specifically take over (übernehmen, sometimes referred to as assume) the manual shaft drive on the passive side. In detail, the passive side (manual or non-motor-operated) shaft drive according to the proposal also has a tubular drive housing and a shaft unit in the drive housing along the shaft axis, the shaft unit having a shaft guide bushing and a shaft movably supported in the shaft guide bushing, wherein a first drive coupling and a second drive coupling that can be linearly displaced relative to the first drive coupling are provided for generating the drive movement, wherein the shaft guide tube is connected to the first drive coupling and together with the first drive coupling forms a first drive train component that is connected to the shaft guide bushing of the shaft unit, and wherein the connecting element is connected to the second drive coupling and together with the second drive coupling forms a second drive train component that is connected to the shaft of the shaft unit. In contrast to the active-side (motor-driven) shaft drive, in the shaft drive according to the present proposal, the shaft is supported in the shaft guide bushing in such a way that it can move purely linearly in the shaft guide bushing. For this purpose, the shaft and / or the shaft guide bushing are in particular threadless (claim 2).

[0010] In other words, in the case of the shaft drive according to the proposal, the shaft and the shaft guide bushing interact in such a way that the shaft can perform a purely translational movement in the shaft guide bushing, i.e. a non-rotational movement. Although the shaft does not have a shaft external thread and / or the shaft guide bushing does not have a shaft nut internal thread, the shaft and / or the shaft guide bushing of the shaft drive according to the proposal can be structurally identical to the shaft or shaft guide bushing on the active side in other respects. In particular, the same dimensions and / or the same material can be provided.

[0011] Particularly preferred embodiments according to claims 3 to 6 relate to structural configuration possibilities of the shaft drive according to the proposal which optimize the basic functional principle of the active-side support.

[0012] In the case of the design according to claim 7, the shaft drive has a spacer bushing, which forms or occupies a space, in particular an annular space, in the drive housing. In this regard, "formed" means that a free, that is, unfilled space is created by the spacer bushing, while "occupied" means that the space is filled by the spacer bushing, that is, the material of the spacer bushing completely occupies the space. Preferably, the space formed or occupied by the spacer bushing extends axially in the area between the first drive coupling and the tubular spring guide and / or the external spring, wherein the external spring particularly preferably rests axially on the spacer bushing. The spacer bushing in particular fills the space that, in the case of a shaft drive driven by a motor on the active side, the shaft drive motor and, if applicable, a rear intermediate transmission mechanism take over the space. That is, preferably, the space formed or occupied by the spacer bushing has the following size, within which the shaft drive motor of the drive unit and, if applicable, a rear intermediate transmission mechanism are arranged. However, since the shaft drive according to the present proposal does not require a drive unit, in the case where the spacer bushing forms a free space, in particular, no shaft drive motor and no intermediate transmission mechanism are arranged in the space.

[0013] In a further embodiment according to claim 8, the spacer bushing and the housing section of the driver housing and / or the tubular spring guide are designed as a one-piece component, which further simplifies the assembly of the shaft drive according to the proposal. The one-piece component in particular forms a spring receiving tube with a circumferential double wall, wherein a receiving space for an external spring is formed in the intermediate space between the inner wall and the outer wall. The outer wall is now a component of the driver housing, which according to the proposal can be designed in multiple parts, in particular in two parts, with a telescopic housing section.

[0014] Another preferred embodiment according to claim 9 relates to a separate braking device of the shaft drive, which supports the retention of the closing element in the open position or in the intermediate position and in this way also correspondingly unloads the shaft drive on the active side. Here and preferably, "separate braking device" means that the braking device causes a braking effect, which occurs in addition to the friction that inevitably occurs between the shaft and the shaft guide bushing. When the relative movement between the shaft and the shaft guide bushing is carried out, a certain friction already inevitably occurs between the shaft and the shaft guide bushing, and a friction fit (friction force) is generated as a result, which causes the movement of the shaft relative to the shaft guide bushing to brake, and the separate braking device supports this braking in that it can generate a supplementary braking force, in particular a friction force. In this case, the supplementary braking force has a decisive influence on the braking effect, that is to say the supplementary braking force is in particular greater than the friction fit that inevitably occurs between the shaft and the shaft guide bushing.

[0015] According to a further teaching according to claim 10, which has an independent meaning, the spacer bushing is also designed as a one-piece component together with the housing section of the drive housing and / or the tubular spring guide in the case of a shaft drive on the active side of a drive assembly for a closing element of a motor vehicle. The one-piece component is in particular formed as a spring receiving tube with a radially circumferential double wall as already described above, wherein a receiving space for an external spring is provided between the inner wall and the outer wall. Such a one-piece component or spring receiving tube also simplifies the production of a motor-operated shaft drive having a shaft unit in the form of a shaft-spindle nut transmission and a drive unit with a drive motor, which is arranged downstream of the drive unit in terms of drive technology.

[0016] According to a further teaching according to claim 11, which also has an independent meaning, a drive assembly for a closing element of a motor vehicle is claimed, wherein a first of the shaft drives is constructed as the previously described manual shaft drive and does not have a drive unit. In contrast, a second of the shaft drives can have a drive unit with a drive motor, which is connected downstream of the shaft unit in terms of drive technology (claim 12). The second of the shaft drives is preferably structurally identical to the first of the shaft drives in other respects, that is, preferably at least the tubular drive housing, in particular a plurality of housing sections and / or shaft guide tubes and / or tubular spring guides and / or outer springs and / or inner springs are structurally identical in the case of the first and second of the shaft drives (claim 13).

[0017] In a particularly preferred embodiment of the drive assembly according to claim 14, the second shaft drive in the shaft drive is designed as described in claim 10, i.e. as a motor-operated shaft drive with a one-piece component or spring receiving tube, which comprises a tubular spring guide and / or a spacing bushing radially surrounding the shaft guide tube and / or the shaft and a housing section of the drive housing. The spacing bushing in this case in particular forms a space which extends axially in the region between the first drive coupling and the tubular spring guide and / or the external spring, wherein the external spring preferably rests axially on the spacing bushing. The corresponding drive motor of the drive unit can then be arranged adjacent to the spacing bushing or in the spacing bushing.

[0018] For the sake of completeness, it is pointed out that the second shaft drive in the shaft drive of the drive assembly, i.e. the shaft drive having a drive unit, can have one or more of the features previously described with respect to the first (manual) shaft drive, in particular one or more of the features previously described with respect to claims 3 to 9. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The invention is explained in more detail below with the aid of the accompanying drawings which show only one exemplary embodiment. In the drawings:

[0020] Figure 1 A completely schematic illustration shows a rear region of a motor vehicle with a drive assembly according to the proposal, which has a manual shaft drive according to the proposal and a motor-operated shaft drive according to the proposal,

[0021] Figure 2 A first embodiment of the shaft drive according to the proposal for the passive side is shown in a detailed view in the extended state,

[0022] Figure 3 The diagrams a) to c) show the Figure 2 Enlarged detail of the shaft drive,

[0023] Figure 4 A second embodiment of the shaft drive according to the proposal for the passive side is shown in a detailed view in the retracted state, and

[0024] Figure 5 The diagrams a) to c) show the Figure 4 Enlarged detail of the shaft drive. DETAILED DESCRIPTION

[0025] The spindle drive 1, 1' shown in the figures is used for adjusting a closure element 2 of a motor vehicle, wherein, by way of example, Figure 1 The spindle drive 1 shown on the left in the middle is a manual spindle drive, that is to say a non-motor-driven spindle drive and in this respect is formed in Figure 1 The passive side of the drive assembly for the closing element 2 is shown in FIG. Figure 1 The shaft drive 1 'shown on the middle right is a motor-driven shaft drive and thus forms the active side of the drive assembly. For a further understanding of the term "closing element", reference is made to the introduction to this specification. In the following, the invention is explained with the aid of a closing element 2 designed as a tailgate.

[0026] The drive-side shaft drive 1' is equipped with an electric drive unit, which has an electric drive motor and an intermediate transmission mechanism arranged downstream of the drive motor. In general, the shaft unit 3 is arranged downstream of the drive unit 3 in terms of drive technology, and the shaft unit is constructed as a shaft-shaft nut transmission mechanism. The shaft unit 3 includes a shaft guide bushing 4 implemented as a shaft nut and a shaft 5 movably supported in the shaft guide bushing for generating a linear drive movement between two drive couplings 6, 7 along a shaft axis 8 of a geometric structure. The drive couplings 6, 7 are implemented as ball sockets, which are in engagement with the corresponding ball heads on the vehicle side. The shaft guide bushing 4 and the shaft 5 are here in a screwed engagement with each other and are supported in such a way that the rotational movement transmitted to the shaft 5 by the drive unit causes the shaft guide bushing 4 to perform a linear movement relative to the shaft 5 along the shaft axis 8 of the geometric structure, which in turn causes the closing element 2 (here the tailgate) to move in a linear manner. Figure 1 The control unit can be adjusted between an open position (shown) and a closed position or intermediate position (not shown).

[0027] The other shaft drive 1 is designed as a manual shaft drive and here and preferably has no drive motor. Another difference between the shaft drives 1 and 1 'is that the manual shaft drive 1 has a shaft unit 3 with a shaft guide bushing 4 and a shaft 5 movably supported in the shaft guide bushing, the shaft guide bushing and the shaft being supported relative to each other in such a way that the shaft 5 can move purely linearly in the shaft guide bushing 4, i.e., a displacement of the shaft 5 relative to the shaft guide bushing 4 without a relative rotational movement between the two components 4, 5 can be achieved. For this purpose, the shaft guide bushing 4 of the shaft unit 1 does not have an internal thread. Additionally or alternatively, the shaft 5 is also threadless.

[0028] It is now important that, due to the otherwise substantially identical, preferably exactly identical, design of the shaft drives 1, 1', no separate design is required for the passive side, no gas compression damper or gas compression spring is required to be provided specifically, but rather components already present in the motor-operated shaft drive 1' can be used in the design of the manual shaft drive 1. This significantly simplifies the design of a drive assembly with manual and motor-operated shaft drives 1, 1'.

[0029] By not using a gas compression damper or a gas compression spring in the solution according to the present proposal, but using a slightly modified shaft drive for the passive side (which is usually used on the active side), it is also possible to minimize the force losses on the passive side over the service life. There is also no significant increase in friction during the service life, as in the case of gas compression dampers or the like. Finally, the solution according to the present proposal also results in an acoustic optimization.

[0030] With the help of Figure 2 and 3 Neutralize the other side Figure 4 and 5 The embodiment in FIG. 1 describes the construction of the manual shaft drive 1 according to the present proposal in more detail.

[0031] In principle, the shaft drive 1 according to both embodiments has, as already explained, a shaft unit 3 with a shaft guide bushing 4 and a shaft 5 movably mounted therein, wherein the shaft 5 is mounted purely linearly movable in the shaft guide bushing 4. The shaft unit 3 is surrounded in the radial direction by a two-part tubular drive housing 9, wherein a first housing section 9a, also referred to as an outer tube, is linearly guided on a second housing section 9b, also referred to as an inner tube.

[0032] Furthermore, inside the drive housing 9, a shaft guide tube 10 is connected to the first drive coupling 6 and together with the first drive coupling 6 forms a first drive train component 11 which is connected to the shaft guide bushing 4. A second drive train component 12 is formed by a connecting element 13 and a second drive coupling 7 connected to the connecting element 13. The second drive train component is in turn connected to the shaft 5.

[0033] If the shaft drive 1 is now manually actuated by displacing the two drive couplings 6 , 7 relative to one another, the shaft guide bushing 4 is correspondingly moved along with it relative to the shaft 5 .

[0034] As especially Figure 3 b) As can be seen, the shaft 5 has a guide element 16 in the shaft guide tube 10 at the shaft section 14 arranged between the first drive coupling 6 and the shaft guide bushing 4, in particular at the free end 15 of the shaft 5, which supports the shaft 5 on the inside of the shaft guide tube 10. The guide element 16 is configured here in such a way that it allows pressure equalization between the section of the shaft guide tube 10 axially in front of the guide element 16 and the section of the shaft guide tube 10 axially behind the guide element 16. In principle, however, it is also conceivable according to a variant that the guide element 16 rests sealingly on the shaft 5 and the shaft guide tube 10 and in this respect prevents pressure equalization and thus assumes a vibration damping function.

[0035] The shaft guide bushing 4 is here and preferably again configured in such a way that it allows pressure equalization between the interior of the shaft guide tube 10 and the surroundings of the shaft guide tube 10. Here, according to another variant, the shaft guide bushing 4 can also be designed in such a way that it prevents pressure equalization and thus also ensures a damping function.

[0036] exist Figures 2 to 5 In the embodiment shown in FIG. 1 , a tubular spring guide 17 is also provided in the driver housing 9 along the shaft axis 8, which radially surrounds the shaft guide tube 10 and here also radially surrounds the shaft 5. An axial section of an external spring 18 is supported on the tubular spring guide 17 on the periphery, which forms a drive element 19 of the shaft drive 1 and axially preloads the first drive coupling 6 relative to the second drive coupling 7. The external spring 18 here refers to a compression spring 18. The external spring 18 is arranged in a radially surrounding intermediate space 20 between the tubular spring guide 17 and the driver housing 9.

[0037] Furthermore, a second inner spring 21 is provided, which is also referred to as a compression spring 21, which forms a damping element 22 of the shaft drive 1 and damps the linear movement of the shaft 5 in or before reaching its end position. The inner spring 21 is radially supported in the shaft guide tube 10.

[0038] On one hand Figure 2 and 3 On the other hand Figure 4 and 5 The two embodiments in the embodiment differ essentially only in the spacer bushings 23, 23' described in more detail below, which in one case form an annular space 24 ( Figure 3 a) and in the other case occupies, that is to say completely fills, the annular space 24 ′ ( Figure 5 a). The corresponding annular space 24, 24' extends axially in the region between the first drive coupling 6 and the tubular spring guide 17 and the outer spring 18, wherein the outer spring 18 here and preferably axially rests on the corresponding spacer bushing 23, 23'. The spacer bushing 23, 23' can be used to balance or fill the following structural space, which is filled by the drive motor and, if necessary, the intermediate transmission mechanism in the case of a motor-operated shaft drive 1'. In this way, the remaining components of the shaft drive 1, which are also arranged in the shaft drive 1', do not need to be changed, but can be identical in structure. This applies in particular to one or more of the components: the drive housing 9, the tubular spring guide 17, the outer spring 18, the inner spring 21 and the shaft guide tube 10. In principle, it is also conceivable that the shaft guide bushing 4 or the shaft 5 is also constructed identically in structure compared to the other shaft drive 1', as long as it is ensured that the shaft 5 can also move purely linearly in the shaft guide bushing 4.

[0039] exist Figure 4 and 5In the embodiment in , the spacer bushing 23 ', the housing section 9a of the drive housing 9 and the tubular spring guide 17 are constructed together in one piece (integrally), that is, a one-piece component 25 in the form of a spring receiving tube is formed here. In this case, the remaining components of the shaft drive 1 and the shaft drive 1 ' can also be constructed identically, which applies in particular to the outer spring 18, the inner spring 21 and / or the shaft guide tube 10. In principle, it is also conceivable here that the shaft guide bushing 4 or the shaft 5 is also constructed identically with respect to the other shaft drive 1 ', as long as a purely linear relative movement between the shaft guide bushing 4 and the shaft 5 is ensured.

[0040] In addition, according to Figures 2 to 5 In the case of a manual shaft drive 1, a separate braking device 26 is preferably provided, which causes the braking of the linear relative movement between the shaft guide bushing 4 and the shaft 5, wherein the braking is particularly preferably a continuous braking. This is achieved in particular by applying a friction force to the shaft 5 by a friction brake element (not shown here for the sake of clarity).

[0041] Finally, a preferred embodiment of the motor-driven shaft drive 1' is described, such as the shaft drive can be arranged on Figure 1 . The shaft drive 1 ' comprises a tubular drive housing 9 similar to a manual shaft drive 1 and comprises a shaft unit 3 in the drive housing 9 along a shaft axis 8, the shaft unit having a shaft guide bushing 4 and a shaft 5 movably supported in the shaft guide bushing, wherein a first drive coupling 6 and a second drive coupling 7 linearly displaceable relative to the first drive coupling are provided for generating a drive movement, wherein a shaft guide tube 10 is connected to the first drive coupling 6 and together with the first drive coupling 6 forms a first drive train component 11, which is connected to the shaft guide bushing 4 of the shaft unit 3, and wherein a connecting element 13 is connected to the second drive coupling 7 and together with the second drive coupling 7 forms a second drive train component 12, which is connected to the shaft 5 of the shaft unit 3.

[0042] However, in contrast to the manual shaft drive 1, a drive unit with a drive motor is provided here as described, to which the shaft unit 3 is arranged in terms of drive technology. In addition, the shaft unit 3 is designed as a shaft-shaft nut transmission mechanism, which has a shaft 5 and a shaft guide bushing 4 as a transmission pair, wherein the shaft 5 is a shaft with a shaft external thread, and the shaft guide bushing 4 is a shaft nut with a shaft nut internal thread, which are screwed together. The connecting element 13, which can be a component of the drive motor or intermediate transmission mechanism of the drive unit, transmits the rotational movement generated by the drive motor to the shaft 5.

[0043] Optionally, (also as in the case of a manual shaft drive 1 ) a spacer bushing 23 , 23 ′ can be provided along the shaft axis 8 , which particularly preferably forms a one-piece component 25 together with the housing section 9 a of the drive housing 9 and / or the tubular spring guide 17 radially surrounding the shaft guide tube 10 and / or the shaft 5 .

Claims

1. A shaft drive for a closure element (2) of a motor vehicle, the shaft drive being used to generate a linear drive movement along a shaft axis (8) of a geometric structure, wherein: A tubular drive housing (9) is provided and a shaft unit (3) is provided in the drive housing (9) along the shaft axis (8), the shaft unit having a shaft guide bushing (4) and a shaft (5) movably supported in the shaft guide bushing, wherein a first drive coupling (6) and a second drive coupling (7) which can be linearly displaced relative to the first drive coupling are provided to generate the drive movement, wherein a shaft guide tube (10) is connected to the first drive coupling (6) and together with the first drive coupling (6) forms a first drive system component (11), the first drive system component is connected to the shaft guide bushing (4) of the shaft unit (3), and wherein a connecting element (13) is connected to the second drive coupling (7) and together with the second drive coupling (7) forms a second drive system component (12), the second drive system component is connected to the shaft (5) of the shaft unit (3), It is characterized in that The shaft (5) is supported in the shaft guide bushing (4) in such a way that the shaft can move purely linearly in the shaft guide bushing (4), wherein a tubular spring guide (17) is provided in the drive housing (9) along the shaft axis (8), the spring guide radially surrounding the shaft guide tube (10) and / or the shaft (5), wherein an external spring (18) forming a drive element (19) of the shaft drive along the shaft axis (8) is supported at least partially on the periphery on the tubular spring guide (17), the external spring axially prestresses the first drive coupling (6) relative to the second drive coupling (7), and wherein the tubular spring guide (17) and the shaft guide tube (10) are connected to the first drive coupling (6).

2. The shaft driver according to claim 1, characterized in that The shaft guide bushing (4) and / or the shaft (5) are non-threaded.

3. The shaft drive according to claim 1 or 2, characterized in that: The shaft (5) has a guide element (16) at a shaft section (14) arranged between the first drive coupling (6) and the shaft guide bushing (4) within the shaft guide tube (10), wherein the guide element supports the shaft (5) at the inner side of the shaft guide tube (10).

4. The shaft drive according to claim 1 or 2, characterized in that: The shaft guide bushing (4) is configured in such a way that it allows or prevents a pressure equalization between the interior of the shaft guide tube (10) and the surroundings of the shaft guide tube (10).

5. The shaft driver according to claim 1 or 2, characterized in that: The outer spring (18) is arranged in a radial intermediate space (20) between the tubular spring guide (17) and the drive housing (9).

6. The shaft driver according to claim 1 or 2, characterized in that: Along the shaft axis (8), an inner spring (21) forming a damping element (22) of the shaft drive is radially supported in the shaft guide tube (10), the inner spring damping the linear movement of the shaft (5).

7. The shaft driver according to claim 1 or 2, characterized in that: A spacer bushing (23, 23') is arranged along the shaft axis (8), the spacer bushing forming or occupying a space (24, 24').

8. The shaft driver according to claim 7, characterized in that The spacer bushing (23, 23') together with the housing section (9a) of the drive housing (9) and / or the tubular spring guide (17) forms a one-piece component (25).

9. The shaft driver according to claim 1 or 2, characterized in that: A separate braking device (26) is provided, which is configured to cause braking of the relative movement between the shaft (5) and the shaft guide bushing (4).

10. The shaft driver according to claim 1, characterized in that The external spring (18) is a compression spring.

11. The shaft driver according to claim 3, characterized in that The guide element (16) is arranged at the free end (15) of the shaft (5).

12. The shaft driver according to claim 3, characterized in that The guide element (16) is configured in such a way that it allows or prevents pressure equalization between a section of the shaft guide tube (10) axially in front of the guide element (16) and a section of the shaft guide tube (10) axially behind the guide element (16).

13. The shaft driver according to claim 5, characterized in that The intermediate space (20) is a radially surrounding intermediate space (20).

14. The shaft driver according to claim 6, characterized in that The inner spring (21) is a compression spring.

15. The shaft driver according to claim 7, characterized in that The space (24, 24') is an annular space.

16. The shaft driver according to claim 7, characterized in that The space (24, 24') formed or occupied by the spacer bushing (23, 23') extends axially in the region between the first drive coupling (6) and the tubular spring guide (17) and / or the outer spring (18).

17. The shaft driver according to claim 16, characterized in that The outer spring (18) bears axially against the spacer bushing (23, 23').

18. The shaft driver according to claim 9, characterized in that The braking device (26) is configured to apply a friction force to the shaft (5).

19. A drive assembly for a closure element (2) of a motor vehicle, the drive assembly having at least two shaft drives for generating a linear drive movement respectively along a shaft axis (8) of a geometric structure, wherein: A tubular drive housing (9) is provided respectively and a shaft unit (3) is provided in the drive housing (9) along the shaft axis (8), the shaft unit having a shaft guide bushing (4) and a shaft (5) movably supported in the shaft guide bushing, wherein, in order to generate the driving movement, a first drive coupling part (6) and a second drive coupling part (7) which can be linearly displaced relative to the first drive coupling part are provided respectively, wherein a shaft guide tube (10) is connected to the first drive coupling part (6) and together with the first drive coupling part (6) forms a first drive system component (11), the first drive system component is connected to the shaft guide bushing (4) of the shaft unit (3), and wherein a connecting element (13) is connected to the second drive coupling part (7) and together with the second drive coupling part (7) forms a second drive system component (12), the second drive system component is connected to the shaft (5) of the shaft unit (3), It is characterized in that A first of the shaft drives is designed as a shaft drive according to any one of claims 1 to 18 and has no drive unit.

20. The drive assembly according to claim 19, characterized in that The second of the shaft drives has a drive unit with a drive motor, to which the shaft unit (3) is connected in terms of drive technology.

21. The drive assembly according to claim 20, characterized in that The second of the shaft drivers is structurally identical to the first of the shaft drivers in other respects.

22. A drive assembly according to any one of claims 19 to 21, characterised in that The second shaft drive in the shaft drive is configured to generate a linear drive movement along a shaft axis (8) of a geometric structure, wherein a tubular drive housing (9) is provided and a shaft unit (3) is provided in the drive housing (9) along the shaft axis (8), the shaft unit having a shaft guide bushing (4) and a shaft (5) movably supported in the shaft guide bushing, wherein a first drive coupling (6) and a second drive coupling (7) which can be linearly displaced relative to the first drive coupling are provided to generate the drive movement, wherein a shaft guide tube (10) is connected to the first drive coupling (6) and together with the first drive coupling (6) forms a first drive system component (11), the first drive system component is connected to the shaft guide bushing (4) of the shaft unit (3), and wherein a connecting element (13) is connected to the second drive coupling (7) and together with the second drive coupling (7) forms a second drive system component (12), the second drive system component is connected to the shaft unit (3) The shaft (5) is connected to the shaft drive, wherein the second shaft drive has a drive unit with a drive motor, the shaft unit (3) is arranged behind the drive unit in terms of driving technology, wherein the shaft unit (3) is constructed as a shaft-shaft nut transmission mechanism, the shaft-shaft nut transmission mechanism has the shaft (5) and the shaft guide bushing (4) as a transmission pair, wherein the shaft (5) is a shaft with a shaft external thread, and the shaft guide bushing (4) is a shaft nut with a shaft nut internal thread. The nut, the shaft-external thread and the shaft nut-internal thread form a screw connection with each other, and wherein the connecting element (13) transmits the rotational movement generated by the drive motor to the shaft (5), wherein a spacer sleeve (23, 23') is arranged along the shaft axis (8), and the spacer sleeve forms a one-piece component (25) together with the housing section (9a) of the drive housing (9) and / or the tubular spring guide (17) that radially surrounds the shaft guide tube (10) and / or the shaft (5).

23. The drive assembly according to claim 20, characterized in that The shaft unit (3) is constructed as a shaft-shaft nut transmission mechanism, which has the shaft (5) and the shaft guide bushing (4) as a transmission pair, wherein the shaft (5) is a shaft with a shaft-external thread, and the shaft guide bushing (4) is a shaft nut with a shaft nut-internal thread, and the shaft-external thread and the shaft nut-internal thread form a screw connection with each other.

24. The drive assembly according to claim 20, characterized in that The connecting element (13) of the second of the shaft drives transmits the rotational movement generated by the drive motor to the shaft (5).

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