Drive device for vehicle hood having translatably movable actuator coupling mechanism

Abstract

The invention relates to a drive device (1) for a liftable vehicle hatch (VF), comprising a hatch hinge (2) having a hatch part (3) associated with the vehicle hatch (VF) and a body part (4) associated with the body (VB); a hinge assembly for hingedly connecting the hatch part (3) to the body part (4); a first actuator (7) for opening and closing the vehicle flap (VF) in normal operation; a second actuator (10) for lifting the vehicle flap (VF) into a pedestrian protection position; a coupling device (11) for coupling the first actuator (7) to the second actuator (10); wherein the coupling device (11) comprises a first coupling element (12) associated with the first actuator (7) and a second coupling element (13) associated with the second actuator (10). The drive device is compact in structure and provides pedestrian protection in addition to driving the opening movement of the vehicle hatch cover for maintenance purposes. The drive device is implemented in such a way that one of the first coupling element (12) and the second coupling element (13) can be moved in translation with respect to the other of the first coupling element (12) and the second coupling element (13).

Description

TECHNICAL FIELD

[0001] The invention relates to a drive device for a vehicle hatch, comprising a hatch hinge, a hinging assembly hingedly connecting a hatch part to a body part, a first actuator, a second actuator and a coupling device for coupling the first actuator and the second actuator. BACKGROUND

[0002] From practice it is known a drive device for a vehicle hatch, which in normal operation enables opening and closing of a front hatch between a closed position and an open position by means of a first actuator, for maintenance of the vehicle or for stowing or removing luggage. It is furthermore known that the drive device can also be used to implement pedestrian protection and for this comprises a second actuator which, in the event of a collision with a pedestrian, immediately lifts the front hatch into a pedestrian protection position in order to provide a deformation space in the front region of the vehicle. Thereby it is possible to avoid that especially the head of a pedestrian hits without any cushioning onto the hard engine block arranged underneath the front hatch.

[0003] Since the vehicle hatch is subjected to a displacement upon a collision, the lifting of the hatch must absolutely not be delayed or even obstructed. Usually, for driving the vehicle hatch into the pedestrian protection position a particularly fast-acting second actuator is provided, which is often configured as a pyrotechnic actuator. This is problematic in combination with the first actuator, which is considered for normal operation of the front hatch for normal opening and closing: Since the two separately provided actuators are coupled via the vehicle hatch or via the body, in the collision state of the drive device a delay or even partial obstruction of the lifting movement can occur due to the first actuator.

[0004] DE 10 2014 014 085 A1 shows a drive device for a liftable vehicle hatch, comprising a hatch part belonging to the vehicle hatch, a body part belonging to the body, a hinging assembly hingedly connecting the hatch part and the body part, a first actuator coupled to the hinging assembly for opening and closing the vehicle hatch in normal operation, and a second actuator coupled to the hinging assembly for lifting the vehicle hatch into a pedestrian protection position. Furthermore, a coupling device for coupling the first actuator and the second actuator is shown, wherein the coupling device comprises a first lever and a second lever, wherein the first lever belongs to the first actuator and wherein the second lever belongs to the second actuator. Here, the first actuator is coupled with a first end to the body and with a second end to an intermediate lever of the hinging assembly.

[0005] DE 10 2019 106 438 B4 shows a liftable hatch hinge comprising a hatch part belonging to a hatch, a body part belonging to a vehicle body, a hinge assembly hingedly connecting the hatch part and the body part, and an actuator which can lift the hatch part relative to the body part into a pedestrian protection position. The actuator is here coupled with the body part and, when triggered in the event of a collision, adjusts a locking assembly which normally locks the hatch part with an intermediate lever into an unlocked position.

[0006] DE 10 2022 121 058 B3 shows a drive device for a vehicle hatch comprising a hatch part belonging to a vehicle hatch, a body part belonging to a vehicle body, a hinge assembly hingedly connecting the hatch part and the body part. The drive device further comprises a first actuator coupled with the hinge assembly for opening and closing the vehicle hatch in normal operation and a second actuator coupled with the hinge assembly for lifting the vehicle hatch into a pedestrian protection position. Finally, the drive device comprises a coupling device for coupling the first actuator and the second actuator, wherein the coupling device comprises a first lever and a second lever belonging to the first actuator or the second actuator, respectively. SUMMARY

[0007] It is the task of the present invention to realize a drive device which is constructed compactly and which, in addition to the opening movement of the vehicle hatch for maintenance purposes, also provides pedestrian protection.

[0008] According to the invention, this task is solved by a drive device having the features of claim 1.

[0009] According to an aspect of the invention, a drive device for a liftable vehicle hatch is realized, comprising a hatch hinge having a hatch part belonging to a vehicle hatch and a body part belonging to a vehicle body. Furthermore, the drive device comprises a hinge assembly hingedly connecting the hatch part and the body part, a first actuator for opening and closing the vehicle hatch in normal operation, a second actuator for lifting the vehicle hatch into a pedestrian protection position, and a coupling device for coupling the first actuator and the second actuator. The coupling device comprises a first coupling element belonging to the first actuator and a second coupling element belonging to the second actuator. The drive device according to the invention is characterized in that one of the first coupling element and the second coupling element is able to move translationally relative to the other of the first coupling element and the second coupling element. Thus, the coupling between the first actuator and the second actuator can advantageously be released by a translational movement of one of the two coupling elements.

[0010] Advantageously, the drive arrangement is compactly configured, such that the installation space is optimally utilized and the movement space between the first actuator and the second actuator is realized by the connection established between the first coupling element and the second coupling element being released by loosening both actuators. Due to the decoupling of the translational movement of one of the coupling elements, a large installation space is not required for the decoupling movement. In contrast, a generally larger installation space is required for the rotational movement of at least one of the coupling elements. Furthermore advantageously, in the event of a collision of the vehicle with a pedestrian, the vehicle hatch can always be reliably lifted abruptly and smoothly from the closed position into the pedestrian protection position by the drive arrangement without the first actuator, which is provided for normal operation, having to be moved together. Furthermore, it is ensured that components located in the first actuator are not damaged by the movement into the pedestrian protection position.

[0011] In one preferred configuration of the drive arrangement, it is provided that the first coupling element has a coupling section and the second coupling element has a corresponding coupling section, wherein the coupling section and the corresponding coupling section are in engagement in normal operation. Particularly preferably, the first coupling element and the second coupling element are releasably intercoupled in a form-locking manner. Particularly preferably, the coupling section and the corresponding coupling section are disengaged by a movement of one of the first coupling element and the second coupling element. Advantageously, the coupling of the first coupling element and the second coupling element can be easily released without additional force by a translational movement of one of the first coupling element and the second coupling element.

[0012] Particularly preferably, the second coupling element is translatably movable relative to the first coupling element. Advantageously, the second coupling element can be directly moved by triggering the second actuator, which is directly coupled to the second coupling element, such that the decoupling of the first coupling element and the second coupling element is realized in time by the translational movement of the second coupling element.

[0013] Advantageously, in normal operation, the coupling section is coupled to the corresponding coupling section by form-locking, wherein the coupling section has a contour which is configured as a negative of at least a portion of the contour of the corresponding coupling section. In a purposeful configuration of the drive arrangement, the coupling section is configured as a lateral recess. Further preferably, the corresponding coupling section is configured as a hook-like protrusion. Advantageously, a large connection force between the first coupling element and the second coupling element does not have to be overcome in order to carry out a translational movement and to release the coupling of the two coupling elements.

[0014] It is particularly preferred that the first coupling element is hingedly coupled with the first actuator by means of the first connecting element. The second coupling element is preferably coupled with the second actuator by means of a fastening. It is further preferred that the fastening is rigidly coupled with the second actuator. Advantageously, the fastening has a fastening section, wherein the second actuator is fixed in a torsion-proof and positionally fixed manner on the fastening section. It is particularly preferred that the fastening section is configured as a ring, which is connected with the first end of the second actuator. Advantageously, the second coupling element can be driven and moved in translation by the reaction force generated when triggering the second actuator.

[0015] It is expedient that the second actuator is configured as a pyrotechnic actuator, which comprises a piston, which can be extended from its first end. Advantageously, a translational movement of the second coupling element coupled with the second actuator can be driven by triggering the second actuator. Advantageously, the force required for the translational movement is provided by the second actuator itself, so that no additional mechanical means are required. It is further preferred to provide a stop, against which the piston abuts and which then causes a reaction force on the second actuator, which drives the translational movement of the second coupling element.

[0016] It is provided in a first preferred extension that the translational movable coupling element of the first coupling element and the second coupling element is coupled with the body part by means of a first fastening element. It is provided in an alternative configuration that one of the first coupling element and the second coupling element is coupled with the hatch part by means of the first fastening element.

[0017] It is advantageously provided in the first preferred configuration that the other of the first coupling element and the second coupling element is coupled with the body part. It is provided in an alternative configuration that the other of the first coupling element and the second coupling element is coupled with the hatch part. It is particularly preferred that the first coupling element and the second coupling element are coupled with the body part. Advantageously, the translational movement of one of the first coupling element and the second coupling element is controllable, since the body part is not movable and acts as a support for the coupling elements. Furthermore, it is advantageously ensured that the translational movement of one of the first coupling element and the second coupling element is limited with respect to the fixed body part, and the body part can also provide a limitation of the translational movement. Since the hatch part is moved not only in normal operation but also when moving into the pedestrian protection position, the translational movement of one of the first coupling element and the second coupling element is less limited.

[0018] Preferably, the vehicle body part has a first through-hole, which is penetrated by the first fastening element. In one expedient configuration, the first through-hole is configured as an elongated hole, wherein the first fastening element is displaceably movable along the longitudinal extension direction of the first through-hole together with the second coupling element. Further preferably, the first fastening element is configured as a peg having a head which grips behind the first through-hole, wherein the outer diameter of the head is greater than the width of the through-hole. Thus, it is advantageously ensured that the peg can be moved along the longitudinal extension direction in the through-hole, wherein the head provides a releasable force-locking connection of the second coupling element to the vehicle body part, which can be released by an external force.

[0019] Advantageously, in normal operation, the displaceably movable coupling element of the first coupling element and the second coupling element is secured by the first fastening element relative to the vehicle body part in a first position, in which the first coupling element and the second coupling element are coupled to each other. By means of an impact force, which is preferably generated by triggering the second actuator, one of the first coupling element and the second coupling element is displaced together with the first fastening element in the first through-hole into a second position, in which the first coupling element and the second coupling element are decoupled from each other.

[0020] Further advantages, properties, features and extensions of the claimed invention result from the following description of preferred embodiments and from the dependent claims. BRIEF DESCRIPTION OF DRAWINGS

[0021] The invention is explained in detail below with reference to the drawings:

[0022] Figure 1 : Side view of a drive device in a normal state with the vehicle hatch closed;

[0023] Figure 2 :: Rear view of the drive device of Figure 1

[0024] Figure 3 : Side view of the drive device 1 in an open normal state;

[0025] Figure 4 :: Rear view of the drive device of Figure 3

[0026] Figure 5 : Side view of the drive device in an intermediate position with the triggered second actuator 10;

[0027] Figure 6 : Drive device of Figure 5 with the second actuator 10 fully extended;

[0028] Figure 7 :rear view of the drive device. Figure 6 DETAILED DESCRIPTION

[0029] Figure 1 shows a side view of a preferred embodiment of the drive device 1 in normal operation for a vehicle hood VF of a vehicle having a vehicle body VB, wherein Figure 1 the vehicle hood VF is completely closed and locked.

[0030] The drive device 1 comprises a hood hinge 2, which comprises a hood part 3 belonging to the vehicle hood VF and a vehicle body part 4 belonging to the vehicle body VB, wherein the hood part 3 and the vehicle body part 4 are connected to each other in a hingedly articulated manner by a hinge assembly 5 shown in Figure 2 The hood hinge 2 further comprises an intermediate lever 6, which can be pivoted together with the hood part 3 in normal operation from a closed position shown here into an open position.

[0031] The drive device 1 further comprises a first actuator 7 configured as a main shaft drive, which is provided to drive the vehicle hood VF into an open position for maintenance purposes of the engine or for access to the interior space of the vehicle. A first connecting element 8 is fastened at a first end 7a of the first actuator 7 and a second connecting element 9 is fastened at a second end 7b opposite the first end 7a. The first and second connecting elements 8, 9 are each configured as a ball joint, which provides a hinged connection of the first actuator 7 to the hinge assembly 2 of the hood hinge 2. The first actuator 7 is thereby advantageously connected in a hinged manner between the hood part 3 and the vehicle body part 4, so that the moving hood part 3 and the vehicle hood VF fixedly connected thereto are driven to move into an open position when the first actuator 7 is extended and into a closed position when the first actuator 7 is retracted.

[0032] The drive device 1 further comprises a second actuator 10, which is provided to adjust the vehicle hood VF into a raised pedestrian protection position. In the embodiment shown here, the second actuator 10 is configured as a pyrotechnic actuator, which suddenly extends into an extended position in the event of a collision and thus drives the vehicle hood VF to quickly adjust into a raised pedestrian protection position.

[0033] The first end 7a of the first actuator 7 and the second actuator 10 are coupled to each other via a coupling device 11. In normal operation, i.e., when the second actuator 10 is not triggered by a collision, the coupling device 11 couples the first actuator 7 and the second actuator 10 together, such that when the vehicle hood VF is adjusted to the open maintenance position, the second actuator 10 moves and pivots together. The coupling device 11 includes a first coupling element 12 associated with the first actuator 7 and a second coupling element 13 associated with the second actuator 10. The second actuator 10 is here fixedly connected to the second coupling element 13 by a fastener 14.

[0034] Figure 2 Show Figure 1 The rear view of the drive unit 1. From this view, it can be seen that the body component 4 has a first through hole 15, a second through hole 16, and a third through hole 17, each configured as an elongated hole. The first through hole 15 is through which a first fastening element 18 passes, and the second through hole 16 is through which a second fastening element 19 passes. The first fastening element 18 and the second fastening element 19 are respectively coupled to the second coupling element 13 (in...). Figure 2 (Not visible in the middle) Fixed connection. As will be explained in more detail below, this loosens the coupling between the first coupling element 12 and the second coupling element 13, so that advantageously there is no longer any coupling between the first actuator 7 and the second actuator 10.

[0035] The first fastening element 18 and the second fastening element 19 are each configured as bolts. The first fastening element 18 has a head 18a, the diameter of which is larger than the width of the first through hole 15, which is configured as an elongated hole. Advantageously, the head 18 engages rearward with the first through hole 15, thereby securing the second coupling element 13 in a direction perpendicular to the vehicle body component 4. The second fastening element 19 also has a head 19a, which engages rearward with the second through hole 16. By providing two fastening elements, it is ensured that the second coupling element 13 can only move translationally, as rotation is prohibited.

[0036] In contrast, the diameter of the intermediate portion, which connects to the head 18a and is arranged within the first through hole 15, is approximately equal to or slightly smaller than the width of the first through hole 15, which is constructed as an elongated hole. Advantageously, when the force locking connection between the first fastening element 18 provided by the head 18a and the vehicle body component 4 is overcome, the first fastening element 18 and the second coupling element 13 fixedly connected to the first fastening element 18 can be translated.

[0037] The third through-hole 17 is configured to be passed through by a third fastening element 20 of a screw. The third fastening element 20 connects the second coupling element 13 with the fastening element 14. By means of the through-holes 15, 16, 17, the second actuator 10, which is connected with the second coupling element 13, can advantageously be moved translationally downwards along the longitudinal extension direction when a force acting onto the through-holes 15, 16, 17 exceeds the force.

[0038] In Figure 2 The structure of the articulation assembly 5, which articulately connects the hatch part 3 and the vehicle body part 4 with each other, can also be seen in Fig. 1. In the embodiment shown here, the articulation assembly 5 is configured as a four-bar linkage and comprises a first link 21 and a second link 22. A first end 21a of the first link 21 is rotatably connected with the vehicle body part 4, and a second end 21b of the first link 21 is rotatably connected with the intermediate lever 6. In a similar manner, a first end 22a of the second link 22 is rotatably connected with the vehicle body part 4, and a second end 22b of the second link 22 is rotatably connected with the intermediate lever 6.

[0039] The intermediate lever 6 has a curved through-hole 23, which is passed through by a stop pin 24, which is fixedly connected with the hatch part 3. The hatch part 3 can advantageously be reliably guided between the normal position shown and the raised pedestrian protection position, wherein, advantageously, the raising movement is limited by the stop pin 24, which moves upwards and stops within the through-hole 23. To this end, the intermediate lever 6 is articulately coupled with the hatch part 3 by means of a first articulation 25.

[0040] Figure 3 A side view of the drive device 1 is shown, in which the vehicle hatch VF is opened in normal operation. In this state, the first actuator 7, which is configured as a spindle drive, is extended in an extendable manner, so that the hatch part 3 and the intermediate lever 6 are pivoted together into the open position. In normal operation, the hatch part 3 and the intermediate lever 6 are locked with each other by means of a locking assembly 26, so that the hatch part 3, or rather the vehicle hatch VF connected with the hatch part 3, cannot be pivoted relative to the intermediate lever 6 about the first articulation 25 shown in Fig. 1 into the raised pedestrian protection position. Figure 2 In the state shown in Fig. 2, the first actuator 7 is retracted in an extendable manner, so that the hatch part 3 and the intermediate lever 6 are pivoted together into the raised pedestrian protection position. In this position, the hatch part 3 and the intermediate lever 6 are unlocked with each other by means of the locking assembly 26, so that the hatch part 3, or rather the vehicle hatch VF connected with the hatch part 3, can be pivoted relative to the intermediate lever 6 about the first articulation 25 shown in Fig. 1 into the normal position.

[0041] The locking assembly 26 comprises a locking hook 27 which is rotatably coupled with the hatch part 3. In the shown locked state, the locking hook 27 hooks onto a locking peg 28 which is fixedly connected with the intermediate lever 6. The locking hook 27 is rotatable relative to the hatch part 3 about a second articulation 29 from the shown locked position into a released position. In normal operation (at which the adjustment of the vehicle hatch VF between the closed position and the open service position is driven by the first actuator 7), the locking hook 27 is secured against a rotational movement by a securing element 30 which is configured as a rated breaking point. The securing element 30 is arranged here between the locking hook 27 and the hatch part 3.

[0042] Furthermore, it can be seen in Figure 3 that the first coupling element 12 of the coupling device 11 which is articulatedly coupled with the first actuator 7 is rotatably connected with the vehicle body part 4 about the rotational axis D by means of a third articulation 31. In the shown state, in normal operation, a rotational movement of the first coupling element 12 about the rotational axis D is inhibited by a releasable form-fit connection between the first coupling element 12 and a second coupling element 13 which is coupled with the vehicle body part 4 in a torsionally rigid, but downwardly translationally movable manner.

[0043] The first coupling element 12 has a coupling section 12a which is configured as a lateral recess, which engages with a corresponding coupling section 13a which is configured as a hook-like protrusion and which is provided on the second coupling element 13. The second actuator 10 is fastened with an upper first end portion 10a on a ring 14a which is formed on the fastening 14. An opposite lower second end portion 10b of the second actuator 10 is free and is only connected with a control cable 32 which is provided for triggering the second actuator 10.

[0044] Figure 4 A rear view of the drive device 1 in normal operation with the vehicle hatch VF open is shown in Figure 3 From this view, it can be seen that the hatch part 3 and the intermediate lever 6 are pivoted together into the open position by means of the articulation assembly 5. This pivoting is effected here by a rotation of the first link 21 and the second link 22, wherein the hatch part 3 and the vehicle hatch VF, in addition to being rotated about a common rotational axis, also undergo a movement relative to the vehicle body part 4.

[0045] Furthermore, it can be seen that the first fastening element 18, the second fastening element 19 and the third fastening element 20 remain in their respective assigned through-holes 15, 16, 17 in an initial first position, respectively, such that a form-fit coupling between the first coupling element 12 and the second coupling element 13 still exists (see Figure 2). The vehicle flap VF or flap part 3 is not rotated about the articulation 25 relative to the intermediate lever 6 and thus remains in the not-lifted position, wherein the stop pin 24 is still positioned in the lower position within the through-hole 23.

[0046] Figure 5 A side view of the drive device 1 is shown, wherein the first actuator 7 is not shown for the sake of clarity in order to better see the process triggered upon activation of the second actuator 10. Here, the first articulation 33 arranged on the first coupling element 12 can now be seen, which in the shown embodiment is configured as a ball stud and is provided for the connection Figure 1 of the first connection element 8. Furthermore, the second articulation 34 arranged on the flap part 3 can be seen, which in the shown embodiment is also configured as a ball stud and is provided for the connection Figure 1 of the second connection element 9.

[0047] In the shown state, the second actuator 10 is activated by a control signal triggered upon a collision with a pedestrian transmitted via the control cable 32. The piston 10c is telescopically extended from the first end 10a of the second actuator 10, which in the shown intermediate state collides with the locking hook 27 of the locking assembly 26.

[0048] Advantageously, the locking hook 27, which couples the flap part 3 or the vehicle flap VF with the intermediate lever 6, has been rotated about the second articulation 29 by the piston 10c, wherein a lifting movement of the flap part 3 relative to the intermediate lever 6 takes place in the further extension movement of the piston 10c. The safety element 30 configured as a rated breaking point has already been broken due to the lever action beforehand, so that the locking hook 27 can rotate about the second articulation 29. Thus, it is advantageously ensured that by triggering the second actuator 10 not only the unlocking of the flap part 3 from the intermediate lever 6 is driven, but also a lifting movement of the flap part 3 relative to the intermediate lever 6.

[0049] Furthermore, in this state, in which the flap part 3 has not yet been lifted relative to the intermediate lever 6, a downward movement of the second coupling element 13 and thus also of the second actuator 10 fixedly coupled with the second coupling element 13 via the fastening 14 has already taken place. Advantageously, the translational movement of the second coupling element 13 has been triggered by the high acceleration of the piston 10c occurring upon activation of the second actuator 10. Advantageously, the desired decoupling between the first actuator 7 and the second actuator 10 takes place before or simultaneously with the end of the unlocking of the flap part 3 from the intermediate lever 6, since the coupling section 12a of the first coupling element 12 has no longer engaged with the corresponding coupling section 13a of the second coupling element 13 due to the downward translational movement of the second coupling element 13.

[0050] Figure 6 Show Figure 5 The drive unit 1, wherein the piston 10c of the second actuator 10 is now fully extended. The piston 10c of the second actuator 10 now strikes the stop step 6a provided on the intermediate lever 6 and has pivoted the intermediate lever 6. Because the hatch component 3 is no longer coupled to the intermediate lever 6 via the locking assembly 26, but is still coupled to the vehicle body via the closed vehicle hatch VF, the hatch component 3 has pivoted relative to the intermediate lever 6 about the first hinge 25, causing the vehicle hatch VF to be raised relative to the body component 4 into the pedestrian protection position.

[0051] Furthermore, it can be seen that the stop bolt 24, which is fixedly connected to the hatch cover component 3, moves upward in the through hole 23 due to the rotation of the hatch cover component 3 about the hinge portion 25 and is now stopped at the upper end of the through hole 23. Advantageously, this prevents further movement of the hatch cover component 3.

[0052] Furthermore, the first coupling element 12, no longer coupled to the second coupling element 13, rotates clockwise about the rotation axis D, causing the first hinge 33, configured for connection to the first actuator 7 shown herein, to move upward relative to the body component 4 along an arcuate trajectory. Additionally, due to the rotation and movement of the intermediate lever 6, the second hinge 34 also moves upward, causing the first actuator 7 to generally lift upward relative to the body component 4, while the first actuator 7 does not bear a significant force in the axial direction.

[0053] Figure 7 Show Figure 6 The rear view of the drive unit 1. From this view, it can be seen that the first fastening element 18 in the first through hole 15, the second fastening element 19 in the second through hole 16, and the third fastening element 20 in the third through hole 17, together with the second actuator 10, have moved downward relative to the body component 4. Furthermore, it can be seen that due to the force acting on the intermediate lever 6 via the piston 10c, the first link 21 and the second link 22 of the hinge assembly 5 have moved downward relative to the body component 4. Figure 2 The fully closed position shown is pivoted relative to body component 4.

Claims

1. A drive mechanism (1) for a liftable vehicle hatch (VF), comprising: - A hatch hinge (2) having a hatch component (3) associated with a vehicle hatch (VF) and a body component (4) associated with a body (VB); - Hinged assembly (5), which hinges the hatch component (3) to the body component (4); - First actuator (7) for opening and closing the vehicle hatch (VF) during normal operation; - A second actuator (10) for lifting the vehicle hatch (VF) into the pedestrian protection position; - Coupling device (11) for coupling the first actuator (7) and the second actuator (10); The coupling device (11) includes a first coupling element (12) associated with the first actuator (7) and a second coupling element (13) associated with the second actuator (10); Its features are, One of the first coupling element (12) and the second coupling element (13) is capable of translational movement relative to the other of the first coupling element (12) and the second coupling element (13).

2. The driving device according to claim 1, characterized in that, The first coupling element (12) has a coupling section (12a), and the second coupling element (13) has a corresponding coupling section (13a), wherein the coupling section (12a) and the corresponding coupling section (13a) are engaged during normal operation.

3. The driving device according to claim 2, characterized in that, The first coupling element (12) and the second coupling element (13) are coupled to each other in a releasably shape-locked manner.

4. The driving device according to claim 2 or 3, characterized in that, The coupling segment (12a) and the corresponding coupling segment (13a) are disengaged by moving one of the first coupling element (12) and the second coupling element (13).

5. The driving device according to any one of the preceding claims, characterized in that, The second coupling element (13) is capable of translational movement relative to the first coupling element (12).

6. The driving device according to any one of the preceding claims, characterized in that, In normal operation, the coupling segment (12a) is coupled to the corresponding coupling segment (13a) by shape locking, wherein the coupling segment (12a) has a contour that is constructed as a negative of at least a portion of the contour of the corresponding coupling segment (13a).

7. The driving device according to claim 6, characterized in that, The coupling section (12a) is constructed as a side groove.

8. The driving device according to claim 7, characterized in that, The corresponding coupling section (13a) is constructed as a hook-shaped protrusion.

9. The driving device according to any one of the preceding claims, characterized in that, The first coupling element (12) is hingedly coupled to the first actuator (7) through the first connecting element (8).

10. The driving device according to any one of the preceding claims, characterized in that, The second coupling element (13) is coupled to the second actuator (10) via a fastener (14).

11. The driving device according to claim 10, characterized in that, The fastener (14) is rigidly coupled to the second actuator (10).

12. The driving device according to claim 10 or 11, characterized in that, The fastener (14) has a fastening section (14a), wherein the second actuator (10) is fixed to the fastening section (14a) in a torsion-resistant and position-fixed manner.

13. The driving device according to claim 12, characterized in that, The fastening section (14a) is constructed as a ring, which is connected to the first end (10a) of the second actuator (10).

14. The driving device according to any one of the preceding claims, characterized in that, The second actuator (10) is configured as a pyrotechnic actuator, which includes a piston (10c) that can extend from a first end (10a) of the second actuator (10).

15. The driving device according to any one of the preceding claims, characterized in that, The first coupling element (12) and the second coupling element (13) that are capable of translational movement are coupled to the vehicle body component (4) via the first fastening element (18).

16. The driving device according to claim 15, characterized in that, The body component (4) has a first through hole (15) through which the first fastening element (18) passes.

17. The driving device according to claim 16, characterized in that, The first through hole (15) is constructed as an elongated hole, wherein the first fastening element (18) is capable of translating together with the second coupling element (13) along the longitudinal extension direction of the first through hole (15).

18. The driving device according to claim 16 or 17, characterized in that, The first fastening element (18) is constructed as a bolt having a head (18a) that engages the first through hole (15) at the rear, wherein the outer diameter of the head (18a) is greater than the width of the first through hole (15).

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