Drive system of a motor vehicle

Abstract

Drive arrangement of a motor vehicle (2) for motorized adjustment of a flap (3), in particular a side door, of the motor vehicle (2) by means of linear drive movements, wherein the drive arrangement (1) for generating the linear drive movements comprises a drive unit (4) to which a drive (5) with at least one drive motor (6) extending along a geometric drive axis (17) of the drive (5) and a feed gear (7), in particular a spindle-spindle nut gear (8), is assigned, wherein the drive arrangement (1) comprises a support structure (9) which pivotably receives the drive unit (4) about a geometric support pivot axis (10), and wherein the drive unit (4) and the support structure (9) are connected to form a pre-assembly unit (13), which as such is attached via the support structure (9) to an assembly point (14) on the motor vehicle (2), in particular on the flap (3) or on the motor vehicle body (15).is mountable, characterized in that the drive unit (4) has a drive housing (21) with a longitudinal extension along the drive axis (17), which accommodates the drive (5) and the feed gear (7) and is connected to the support structure (9) to form the pre-assembly unit (13).

Description

The invention relates to a drive arrangement of a motor vehicle according to the preamble of claim 1, to a flap arrangement according to claim 14 and to a method for mounting a drive arrangement according to claim 16.The drive arrangement in question is used within the scope of the motorized adjustment of any flaps of a motor vehicle. Such flaps can be, for example, side doors, tailgates, rear covers, engine hoods or cargo space floors of a motor vehicle. In this respect, the term "flap" is to be understood broadly in the present case.A known drive arrangement (EP 1 795 685 B1) has a feed gear and a drive motor one behind the other along a drive axis. This drive arrangement is pivotably fastened at one end to a body of the motor vehicle and at the other end pivotably to a flap, in particular a door, of the motor vehicle. The drive arrangement generates linear drive movements, by means of which the motor vehicle door can be opened and closed by motor.While the known drive arrangement is well suited for the motor-driven adjustment of a flap, among other things, there is still potential for optimizing the installation space. On the one hand, the drive arrangement is very long, and on the other hand, the respective motor vehicle door must have a pivot joint for fastening. In addition, the motor vehicle door must be reinforced in the area of the pivot joint in order to absorb the forces that the drive arrangement generates. For this purpose, a side skin of the motor vehicle door must be reinforced. Since, in addition, other components present in the flap must be arranged around the drive, this drive arrangement meets the practical requirements from the motor vehicle sector only to a limited extent.One approach to solving at least one of these problems is provided by DE 11 2012 003 117 T5, which discloses a drive arrangement which is also fastened pivotably to the vehicle body by one end, but the second fastening of which is situated on a front side of the door on the motor vehicle side, so that the rear end floats freely.The drive arrangement is pivotably mounted on the end side by a joint formed during assembly. Because the mounting point provides the joint in the front region, the drive arrangement pivots out far in the rear region and is subjected to high leverage effects. The constant production of a stable joint during assembly is expensive and inefficient and thus does not meet the practical requirements of the motor vehicle sector.A further drive arrangement for the motorized adjustment of a side door of a motor vehicle is known from DE 10 2017 205 605 A1, wherein its drive unit together with a supporting structure forms a pre-assembly unit which is assembled as a whole on the motor vehicle.The invention is based on the problem of configuring and developing the known drive arrangement in such a way that it better meets the practical requirements from the field of motor vehicles.The above problem is solved in a drive arrangement according to the preamble of claim 1 by the features of the characterising part of claim 1.The proposed solution is initially based on the consideration of providing the drive arrangement with a supporting structure which pivotably accommodates a drive unit. The drive unit has a drive with at least one drive motor and a feed gear. Because the supporting structure and the drive unit are connected to form a pre-assembly unit, particularly simple assembly is made possible. In addition, the supporting structure makes it possible to position a supporting pivot axis independently of the fastening to the motor vehicle, as a result of which the supporting pivot axis can already be produced independently during production and of the fastening to the motor vehicle. This additionally results in greater freedom in presetting the position of the support pivot axis, while the drive arrangement can be produced favorably overall with constant quality.In detail, it is proposed that the drive arrangement has a supporting structure which accommodates the drive unit such that it can be pivoted about a geometric supporting pivot axis, and that the drive unit and the supporting structure are connected to form a pre-assembly unit which can be mounted as such via the supporting structure at an assembly point on the motor vehicle, in particular on the flap or the motor vehicle body.In the preferred embodiment according to claim 2, the drive is assigned a geometric drive axis, along which various components can extend. Thus, an advantageous adaptation of the drive arrangement to the circumstances in the motor vehicle can be carried out.The drive and the feed gear are received according to the proposal by a drive housing which is connected to the supporting structure for forming the pre-assembly unit. This achieves particularly simple handling during assembly.In a particularly preferred embodiment according to claim 4, the drive and the feed gear run alongside one another along the drive axis. As a result, the axial extent of the drive arrangement can be massively reduced.If, as in the embodiment according to claim 5, two drive motors are provided, their drive shafts can extend particularly advantageously alongside one another along the drive axis. Since both drive motors can be made smaller in two drive motors, the compactness of the drive arrangement can be further increased.According to the embodiments according to claims 6 and 7, the drive motors can be designed with different rated torques and / or can be coupled with the feed gear with different gear transmission ratio of a coupling gear, whereby efficient operation of the drive arrangement at different rotational speed-torque operating points becomes possible.The embodiment according to claim 8 relates to an advantageous type of coupling of the drive arrangement to the flap or the motor vehicle body for deriving the linear drive movement.Since the flexible geometric designability of the drive arrangement is of particular importance, the support pivot axis in the embodiments according to claim 9 is advantageously arranged in a central or rear region of the drive housing and is thus spaced apart from the mounting point of the support structure. This distance controls the acting lever forces and the space requirement by pivoting the drive housing out relative to the supporting structure.Various advantageous variants are conceivable for the design of the supporting structure. Thus, the support structure according to claims 10 to 12 can have at least one or two support arms and preferably a base arm which can be mounted in particular on the motor vehicle. This can result in a compact, stable, bow-shaped supporting structure. In an embodiment according to claim 13, the support structure at least partially encloses the drive unit, which results in a particularly compact arrangement overall.According to a further teaching according to claim 14, which is of independent significance, a flap arrangement of a motor vehicle having a flap and a drive arrangement according to the proposal is claimed. Reference may be made to all explanations concerning the proposed drive arrangement.According to one embodiment according to claim 15, the drive arrangement of the flap arrangement is mounted on the end side of the flap via the supporting structure. This is particularly advantageous if the end face of the flap is configured to be more stable in comparison with an outer skin of the flap.According to a further teaching according to claim 16, which is likewise of independent significance, a method for mounting a drive arrangement according to the proposal is claimed. Reference may be made to all explanations concerning the proposed drive arrangement and the flap arrangement.The invention is explained in more detail below with reference to a drawing which merely represents an exemplary embodiment. The drawing shows: FIG. 1 shows a drive arrangement in the mounted state in a motor vehicle door, FIG. 2 shows a plan view of the motor vehicle door along section II-II in an open and a closed state, FIG. 3 shows the drive arrangement in a state in which the feed gear is extended, FIG. 4 shows the drive arrangement in a state in which the feed gear is retracted.The drive arrangement 1 of a motor vehicle 2 shown in FIG. 1 serves for the motorized adjustment of a flap 3, in particular a side door, of the motor vehicle 2 by means of linear drive movements. A flap 3 is generally a component of a motor vehicle 2 which can open and close an opening of the motor vehicle 2. The flap 3 is here and preferably a side door of the motor vehicle 2. for further examples of flaps reference is made to the introductory part of the description.The flap 3 shown can in principle be adjusted manually and by motor. In this case, the flap 3 is adjustable by means of linear drive movements. For generating the linear drive movements, the drive arrangement 1 has a drive unit 4. This drive unit 4 is assigned a drive 5 with at least one drive motor 6. The drive motor 6 is here an electric motor, preferably a direct current motor with brushes.Furthermore, a feed gear 7 coupled to the drive 5 in terms of drive technology, in particular a spindle-spindle nut gear 8, is assigned to the drive unit 4. The drive 5 generates rotational movements here via the at least one drive motor 6, which are converted by the feed gear 7 into linear drive movements.According to the proposal, it is now the case that the drive arrangement 1 has a supporting structure 9 which accommodates the drive unit 4 such that it can be pivoted about a geometric supporting pivot axis 10. In this exemplary embodiment, the geometric support pivot axis 10 is formed by two pivot bearings 11, 12.Furthermore, it is now proposed that the drive unit 4 and the supporting structure 9 are connected to form a pre-assembly unit 13. This connection can be permanent or provisional, i.e. in particular that the pre-assembly unit 13 is connected at the beginning of an assembly on the motor vehicle 2, but can possibly not be disassembled in a connected manner.Here and preferably, the drive unit 4 and the supporting structure 9 are connected via the pivot bearings 11, 12 to form the pre-assembly unit 13. As such, the pre-assembly unit 13 can be mounted, for example screwed, via the supporting structure 9 at an assembly point 14 on the motor vehicle 2, in particular on the flap 3 or on a motor vehicle body 15. The support structure 9 can then be screwed, for example, simply to the flap 3 or the motor vehicle body 15 in one assembly step. Furthermore, for the sake of simplicity, the explanations usually relate only to a pre-assembly unit 13 connected to a flap 3, but they apply equally to a pre-assembly unit 13 connected to the motor vehicle body 15.FIG. 2 shows a top view along section II-II of a flap 3, here a motor vehicle door. An adjustment of the motor vehicle door takes place in that the feed gear 7 generates the linear drive movements by being extended (FIG. 2 a )) or retracted (FIG. 2 b )). This is done quite concretely here, in that the feed gear 7 pushes the motor vehicle door away from the motor vehicle body 15 pivoting about a door hinge 16.FIGS. 3 and 4 show a preferred embodiment of the drive arrangement 1. Particularly preferably, the geometric drive axis 17 is defined by the direction of the linear drive movements. In this case, the geometric drive axis 17 preferably runs along a feed direction of the feed gear 7.For a particularly simple design, it may be the case that the at least one drive motor 6, in particular a drive shaft 18 of the at least one drive motor 6 of the drive 5, extends along the drive axis 17, in particular parallel to the drive axis 17. The term "along" is always to be understood broadly here and means that the respective element, for example the drive shaft 18, is at an angle of less than 45° to the drive axis 17 and is thus oriented more in the direction of the drive axis 17 than in any direction orthogonal thereto.With regard to the arrangement of the feed gear 7 relative to the drive 5, moreover, in particular relative to the at least one drive motor 6, it is preferably provided that a feed element 19 of the feed gear 7, in particular a spindle 20 of the spindle-spindle nut gear 8, extends along the drive axis 17 of the drive 5, in particular parallel to the drive axis 17 of the drive 5. If the drive axis 17 is not defined by the linear drive movements, it is furthermore such that the linear drive movements preferably extend along the drive axis 17 of the drive 5, in particular parallel to the drive axis 17 of the drive 5.In order to make the drive arrangement 1 robust and easy to handle within the scope of assembly, the drive unit 4 preferably has a drive housing 21 with a longitudinal extension along the drive axis 17. The drive housing 21 accommodates the drive 5 and the feed gear 7. The drive housing 21 is then connected to the support structure 9 to form the pre-assembly unit 13. This connection is preferably provided via the pivot bearings 11, 12. Other variants for this connection, in particular only variants provided for assembly, are conceivable.The drive housing 21 can be embodied in two or more parts. In addition, it is preferably designed in a shell construction. In the normal case, at least one opening for the feed element 19 will have.With regard to the alignment of the components of the drive unit 4, it is preferably provided that the drive 5 and the feed element 19 of the feed gear 7, in particular the spindle 20 of the spindle-spindle nut gear 8, extend next to one another along the drive axis 17. As can be seen in FIGS. 3 and 4, this can be expressed quite specifically in that the at least one drive motor 6 of the drive 5 and the spindle 20 of the spindle-spindle nut transmission 8 extend alongside one another along the drive axis 17. The term "side by side" means here that the respective components are spaced apart from one another radially with respect to the drive axis 17 and overlap along the axial direction with respect to the drive axis 17. They preferably overlap by at least 50%, more preferably by at least 75%, more preferably by 100%, of the shorter component in each case. These percentages relate here to a fully retracted state of the feed gear 7.As shown in the drawing, the drive 5 has at least one further drive motor 22, that is to say at least two drive motors 6, 22. All explanations regarding the one drive motor 6 apply correspondingly to the further drive motor 22. These drive motors 6, 22 are both coupled in terms of drive technology to the feed gear 7. As a result, both drive motors can be designed with less power and thus smaller and narrower. This further contributes to the optimization of the installation space of the drive arrangement 1. It is provided that both drive motors 6, 22 can drive the feed gear 7 simultaneously. In principle, however, it can also be provided that each of the two drive motors 6, 22 individually drives the feed gear 7.The drive shafts 18, 23 of the drive motors 6, 22 preferably extend along the drive axis 17, in particular parallel to the drive axis 17. Furthermore, the drive shafts 18, 23 of the drive motors 6, 22 preferably extend alongside one another along the drive axis 17.For introducing the driving force from the drive motors 6, 22 into the feed gear 7, the drive unit 4 preferably has an intermediate gear 24, which is correspondingly connected between the drive motors 6, 22 and the feed gear 7.In the embodiment shown and preferred in this respect, the drive motors 6, 22 and the feed gear 7 lie in one plane, as a result of which the drive arrangement 1 can be designed to be comparatively flat.The use of two drive motors 6, 22 opens up entirely new possibilities for optimized utilization of the respective motor characteristic. It can therefore be advantageous for the two drive motors 6, 22 to have different rated powers. However, it is preferably the case that the drive motors 6, 22 are designed for substantially identical rated powers, as a result of which it is possible to operate cost-effectively with identical drive motor types. Preferably, the two drive motors 6, 22 are designed with a substantially identical rated torque.If the two drive motors 6, 22 are coupled differently to the feed gear 7, it is possible in a simple manner to operate both drive motors 6, 22 at different operating points. This, although the two drive motors 6, 22 are preferably designed to be substantially identical. As a result, the mechanical power to be delivered in each case can be set in such a way that the overall operation is as efficient as possible as a result.The above efficient overall operation can preferably be realized in that the two drive motors 6, 22 are each coupled by drive technology to the feed gear 7 via a coupling gear 25, 26. These coupling gears 25, 26 can together form the intermediate gear 24. In the preferred embodiment, the coupling gears 25, 26 are each spur gear and in particular are each coupled in a drive-related manner to the spindle 20 of the spindle-spindle nut gear 8. To optimize the efficient overall operation, the two coupling transmissions 25, 26 can have different transmission ratios. In the specific exemplary embodiment, this is realized in that both drive motors 6, 22 are each coupled in terms of drive technology to a spur gear 27, 28, and both spur gears 27, 28 engage in a further spur gear 29, which is coupled in terms of drive technology to the feed gear 7. For the realization of the different gear ratios, spur gears 27, 28 of drive motors 6, 22 preferably have a different number of teeth.For deriving the linear drive movements, the feed gear 7 preferably has an output connection 30. In order to be able to lead out the linear drive movements and convert them into a pivoting movement of the flap 3, the output connection 30 can be coupled to the motor vehicle body 15 or the flap 3 in a pivoting manner. The output connection 30 is preferably designed as a push rod 31. Depending on whether it is provided that the flap 3 can be operated by motor in two directions, the push rod 31 is designed for the transmission of compressive and / or tensile loads.In the present exemplary embodiment, the output connection 30 is connected, in particular rigidly, to the spindle 20 of the spindle-spindle nut transmission 8. This is simple to implement in terms of design.In connection with the structural flexibility inherent in the proposed drive arrangement 1, the position of the support pivot axis 10 is especially noteworthy. The support pivot axis 10 can be spaced apart from the mounting location 14 over a wide range as required. Accordingly, it is preferably provided that the support pivot axis 10 is arranged, as seen along the drive axis 17, in a central region of the drive housing 21, which extends over less than 50% of the longitudinal extent of the drive housing 21, as seen along the drive axis 17.By the central positioning of the support pivot axis 10, which preferably extends orthogonally to the drive axis 17, it is possible, for example, to position the support pivot axis 10 approximately at the height of the center of mass of the drive unit 4. As a result, in particular inertial torques on the connecting region between the supporting structure 9 and the drive unit 4 can be avoided.It is also possible to arrange the support pivot axis 10 in a rear region of the drive housing 21, as viewed along the drive axis 17. This preferably means that the support pivot axis 10 is arranged at a distance from the mounting location 14 by more than 25%, preferably by more than 50%, more preferably by more than 75%, of the longitudinal extent of the drive housing 21.An arrangement in the rear region of the drive housing 21 has the advantage that a deflection X of the rear part of the drive housing 21 during the adjustment of the flap 3 is reduced, as a result of which a particularly flexible positioning of the drive arrangement 1 in particular within the flap 3 results. As a result, the drive arrangement 1 can be designed optimally for the respective circumstances. In this context, it is preferably quite generally the case that the pre-assembly unit 13, as viewed along the drive axis 17, has at least two connection points, preferably three connection points, on the drive housing 21 for the support pivot axis 10, so that one of the connection points can be used for the support pivot axis 10, depending on the customer requirement. This results in additional structural flexibility. The plurality of attachment points in this sense can be realized in that the paired pivot bearings 11, 12 are realized as a total of three pairs of pivot bearings 11, 12 arranged offset along the drive axis 17.In principle, the outward pivoting X of the rear part and the outward pivoting Y of the front part of the drive unit 4 or of the drive housing 21 can be optimally adjusted to the respectively predefined installation space by positioning the drive axle 17.Various advantageous variants are conceivable for the design of the supporting structure 9. It is advantageous, for example, if the supporting structure 9 has at least one supporting arm 32, 33. In the simplest case, a single pivot bearing for the pivotable mounting of the drive unit 4 can then be arranged on this support arm 32, 33. As can be seen in the figures, it is preferably the case that the supporting structure 9 has two supporting arms 32, 33, which are aligned in particular parallel to one another and / or along the drive axis 17, and on each of which a pivot bearing 11, 12 for the pivotable receptacle of the drive unit 4 is arranged. A support structure 9 configured in this way enables the flexible positioning of the support pivot axis 10 in a particularly simple manner.The support structure 9 can be configured in particular as a support frame 35, wherein the two support arms 32, 33 of the support structure 9 are connected to one another via a base arm 34. The support structure 9 is preferably formed in one piece, which is advantageous in particular from a manufacturing standpoint. However, it can also be advantageous to configure the supporting structure in two or more parts, for example if cost-effective standard components are to be used.The support frame 35 can in principle be designed open on one side in such a way that the two support arms 32, 33 are each free at their end opposite the base arm 34. This allows weight to be saved. Alternatively, however, it is also conceivable for the supporting frame 35 to be designed closed, so that a mechanically particularly robust supporting structure 9 is produced.It is here and preferably such that the pre-assembly unit 13 can be mounted via the base arm 34 on the motor vehicle 2, in particular on the flap 3 or the motor vehicle body 15. The assembly can be effected in a force-fitting, form-fitting or materially integral manner. It is particularly advantageous if the base arm 34 is mounted at a reinforced location of the flap 3 or of the motor vehicle body 15.It can also be provided that the support structure 9 at least partially encloses the drive unit 4. This ensures good stability and above all high compactness. This works particularly well if the support arms 32, 33 form a bow with the base arm 34.According to a further teaching which is of independent significance, a flap arrangement 36 with a flap 3, in particular a side door, of a motor vehicle 2 and a drive arrangement 1 according to the proposal is claimed. The drive arrangement 1 is mounted via its support structure 9 on the flap 3 or on the motor vehicle body 15. Reference may be made to all explanations concerning the proposed drive arrangement 1.In a preferred embodiment, the flap 3 is pivotably articulated on the motor vehicle body 15 on an end face 37 of the flap 3 about a flap pivot axis 38. Since this end side 37, in particular in the case of a motor vehicle door, is frequently reinforced, the drive arrangement 1 according to the proposal is mounted in the flap arrangement 36 preferably via the supporting structure 9 of the drive arrangement 1 on the end side 37 of the flap 3. It is furthermore advantageously the case that an output connection 30, designed as a push rod 31, of the drive arrangement 1 projects through an opening in the end face 37 of the flap 3 and is pivotably articulated on the motor vehicle body 15. This can best be seen from the illustration according to FIG. 2.According to a further teaching, which is likewise of independent significance, a method for mounting a drive arrangement 1 according to the proposal on a flap 3, in particular a side door, of a motor vehicle 2 is claimed, wherein the pre-mounting unit 13 is mounted on the flap 3 by the supporting structure 9 being mounted on the flap 3, in particular on an end face 37 of the flap 3. Reference may be made to all explanations relating to the proposed drive arrangement 1.

Claims

Drive arrangement of a motor vehicle (2) for the motorized adjustment of a flap (3), in particular a side door, of the motor vehicle (2) by means of linear drive movements, wherein the drive arrangement (1) for generating the linear drive movements has a drive unit (4) which is assigned a drive (5) with at least one drive motor (6) extending along a geometric drive axis (17) of the drive (5) and a feed gear (7), in particular a spindle-spindle nut gear (8), which is coupled in terms of drive technology to the drive (5), wherein the drive arrangement (1) has a supporting structure (9) which accommodates the drive unit (4) such that it can be pivoted about a geometric supporting pivot axis (10), and in that the drive unit (4) and the supporting structure (9) are connected to a pre-assembly unit (13) which, as such, is connected via the supporting structure (9) at an assembly point (14) on the motor vehicle (2), In particular, it can be mounted on the flap (3) or on the motor vehicle body (15), characterized in that the drive unit (4) has a drive housing (21) with a longitudinal extent along the drive axis (17), which accommodates the drive (5) and the feed gear (7) and is connected to the supporting structure (9) for forming the pre-mounting unit (13).Drive arrangement according to Claim 1, characterized in that a feed element (19) of the feed gear mechanism (7), in particular the spindle (20) of the spindle-spindle nut gear mechanism (8), extends along the drive axis (17) of the drive (5), in particular parallel to the drive axis (17) of the drive (5), and / or in that the linear drive movements extend along the drive axis (17) of the drive (5), in particular parallel to the drive axis (17) of the drive (5).Drive arrangement according to Claim 1 or 2, characterized in that the drive housing (21) is connected to the supporting structure (9) via at least one or at least two pivot bearings (11, 12) in order to form the pre-assembly unit (13).Drive arrangement according to Claim 2 and optionally according to Claim 3, characterized in that the drive (5) and the feed element (19) of the feed gear mechanism (7), in particular the at least one drive motor (6) of the drive (5) and the spindle (20) of the spindle-spindle nut gear mechanism (8), extend alongside one another along the drive axis (17).Drive arrangement according to one of the preceding claims, characterized in that the drive (5) has at least two drive motors (6, 22) which are coupled to the feed gear (7) in terms of drive technology, preferably in that the drive shafts (18, 23) of the drive motors (6, 22) extend along the drive axis (17), in particular parallel to the drive axis (17), preferably in that the drive shafts (18, 23) of the drive motors (6, 22) extend alongside one another along the drive axis (17).Drive arrangement according to Claim 5, characterized in that the two drive motors (6, 22) are designed with different rated torques, or in that the two drive motors (6, 22) are designed substantially identically to one another, preferably in that the two drive motors (6, 22) are designed with an identical rated torque.Drive arrangement according to one of the preceding claims, characterized in that the two drive motors (6, 22) are each coupled by drive technology via a coupling gear (25, 26), in particular a spur gear, to the feed element (19) of the feed gear (7), in particular to the spindle (20) of the spindle-spindle nut gear (8), preferably in that the two coupling gears (25, 26) have different gear transmission ratios.Drive arrangement according to one of the preceding claims, characterized in that the feed gear (7) has an output connection (30) for diverting the linear drive movements, in that the output connection (30) can be coupled pivotably to the motor vehicle body (15) or the flap (3) for this purpose, preferably in that the output connection (30) is designed as a push rod (31), and / or in that the output connection (30) is connected, in particular rigidly, to the spindle (20) of the spindle-spindle nut gear (8).Drive arrangement according to Claim 2 and optionally according to one of Claims 3 to 8, characterized in that the carrying pivot axis (10), as seen along the drive axis (17), is arranged in a central region of the drive housing (21) which, as seen along the drive axis (17), extends over less than 50% of the longitudinal extent of the drive housing (21), and / or in that the carrying pivot axis (10), as seen along the drive axis (17), is arranged at a distance from the mounting point (14) by more than 25%, preferably by more than 50%, further preferably by more than 75%, of the longitudinal extent of the drive housing (21).Drive arrangement according to one of the preceding claims, characterized in that the supporting structure (9) has at least one supporting arm (32, 33) on which a pivot bearing for the pivotable reception of the drive unit (4) is arranged, preferably in that the supporting structure (9) has two supporting arms (32, 33), which are aligned in particular parallel to one another and / or along the drive axis (17) and on which a pivot bearing (11, 12) for the pivotable reception of the drive unit (4) is arranged in each case.Drive arrangement according to claim 10, characterised in that the support structure (9) is designed as a support frame (35) and that the two support arms (32, 33) of the support structure (9) are connected to one another via a base arm (34), preferably that the support frame (35) is designed open on one side in such a way that the two support arms (32, 33) are each free at their end opposite the base arm (34).Drive arrangement according to one of the preceding claims, characterized in that the pre-assembly unit (13) can be mounted on the motor vehicle (2), in particular on the flap (3) or the motor vehicle body (15), via the base arm (34).Drive arrangement according to one of the preceding claims, characterized in that the supporting structure (9) encloses the drive unit (4) at least partially.Flap arrangement of a motor vehicle (2) having a flap (3), in particular a side door, of a motor vehicle (2) and a drive arrangement (1) according to one of the preceding claims, wherein the drive arrangement (1) is mounted on the flap (3) or the motor vehicle body (15) via its support structure (9).Flap arrangement according to claim 14, characterised in that the flap (3) is pivotably articulated on the motor vehicle body (15) on an end side (37) of the flap (3) about a flap pivot axis (38), and in that the drive arrangement (1) is mounted via its support structure (9) on the end side (37) of the flap (3), preferably in that an output connection (30) of the drive arrangement (1) designed as a push rod (31) projects through an opening in the end side (37) of the flap (3) and is pivotably articulated on the motor vehicle body (15).Method for mounting a drive arrangement (1) according to one of Claims 1 to 13 on a flap (3), in particular a side door, of a motor vehicle (2), characterized in that the pre-mounting unit (13) is mounted on the flap (3) by the supporting structure (9) being mounted on the flap (3), in particular on an end side (37) of the flap (3).

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