Powertrain

Abstract

The invention relates to a drive train for use in a drive arrangement (2) for a flap (3) of a motor vehicle (4) with a body (5), wherein the drive train (1) has a drive (7) by means of which an opening movement of the flap (3) from a closed position to an open position can be effected, wherein the drive (7) has a drive unit (8) and two drive connections (9) for connecting the drive (7) on the flap side and on the body side, wherein the drive train (1), in particular the drive (7), has a compensating arrangement (17) which enables a change in length (18) of the drive train (1), wherein the change in length (18) of the drive train (1) can be effected by the compensating arrangement (17) by moving at least two train components (13) of the drive train (1) from an operating position to a compensating position relative to each other in the course of a compensating movement.It is proposed that the compensating arrangement (17) has a restoring unit (19) and that the compensating movement of the string components (13) that can be moved relative to each other takes place against a restoring force of the restoring unit (19) and that during a restoring movement the string components (13) that can be moved relative to each other are movable from the compensating position in the direction of the operating position and that the restoring movement of the string components (13) that can be moved relative to each other takes place at least partially due to the restoring force of the restoring unit (19).

Description

[0001] The present invention relates to a drive train for use in a drive arrangement for a flap of a motor vehicle according to the preamble of claim 1, a drive train for use in a drive arrangement for a flap of a motor vehicle according to the preamble of claim 9, a drive arrangement for a flap of a motor vehicle according to the preamble of claim 11, a flap arrangement of a motor vehicle according to claim 13 and a method for operating a proposed drive train and / or a proposed drive arrangement and / or a proposed flap arrangement according to the preamble of claim 15.

[0002] The drive train in question is used in drive assemblies for motor vehicle flaps. Such drive assemblies enable the power-operated adjustment of any type of flap on a motor vehicle. Such a flap is, in particular, a front hood, for example, a bonnet or trunk lid, located at the front of the vehicle. Such a flap can also be a tailgate, a cargo area floor, or even a door of a motor vehicle. In this respect, the term "flap" is to be understood broadly in this context.

[0003] The known prior art (DE 10 2018 125 800 A1), from which the invention is based, relates to a drive train which, here as a first drive train, is assigned to a drive arrangement for a flap designed as a front hood of a motor vehicle.

[0004] In the known drive arrangement, the motor vehicle's tailgate can be moved from a closed position to an open position via the first drive train. This opening movement is effected via a drive of the first drive train. The drive itself has a drive unit, which may comprise a motor, and two drive connections via which the drive unit can be arranged on the body and the tailgate. The known drive arrangement also has a further, in this case second, drive train. Via the second drive train, the motor vehicle's tailgate can be moved from the closed position to a collision position during an emergency opening movement, for example as a result of an accident or in anticipation of an accident.In the collision position, the flap is raised, providing better protection for any accident participants. For example, the flap is positioned at a greater distance from the vehicle components located beneath it and the comparatively rigid body, making it more flexible. While the first drivetrain thus fulfills a comfort function, namely the automatic opening of the flap as needed, the second drivetrain fulfills a safety function, namely a so-called pedestrian protection function.

[0005] In order to be able to functionally implement the safety function in the drive arrangement accordingly, it is provided that the known first drive train has a compensating arrangement. A change in the length of the first drive train can be brought about via the compensating arrangement in that at least two train components of the first drive train are moved relative to one another during a compensating movement from an operating position into a compensating position. This makes it possible to prevent the first drive train from blocking the emergency opening movement brought about by the second drive train. In the known first drive train, the change in length occurs, for example, in that a force is introduced into the first drive train via the second drive train in the event of an accident or in anticipation of an accident.As soon as the applied force exceeds a certain holding force, which prevents unintentional compensating movements during normal operation, the compensating movement occurs, resulting in a change in the length of the first drive train. The holding force includes, in particular, friction and clamping forces.

[0006] Although the known first drive train has proven extremely successful in the past, particularly when used in the known drive arrangement, it has the disadvantage that the change in length cannot be reversed, or can only be reversed manually using comparatively large forces. Such a reversal may be necessary, for example, if the flap is to be moved from the collision position back into the closed position after an accident, so that, for example, a workshop can be reached in the event of a minor accident with the motor vehicle. With the known first drive train, this requires the flap to be manually moved back into the closed position. This allows the train components, which are movable relative to one another, to be returned to the operating position, whereby the transfer inevitably occurs against the friction and clamping forces from which the holding force results.Accordingly, comparatively large forces are required for reset.

[0007] The invention is based on the problem of designing and developing the known drive train in such a way that a drive train for use in a drive arrangement for a flap of a motor vehicle is created, in which a change in length, which is required, for example, to implement a safety function of the drive arrangement, can be reversed, in particular, with no or comparatively little application of force.

[0008] The above problem is solved by the features of the characterising part of claim 1.

[0009] The key fundamental consideration is that the compensating arrangement has a reset unit by means of which the change in length of the drive train is at least partially, in particular completely, reversible. The reset unit exerts a reset force on one or both of the train components that can move relative to one another. The reset force does not necessarily have to act on the train components that can move relative to one another at all times. It is possible, for example, that the reset force only occurs during the compensating movement or that the reset force includes a preload force and accordingly also acts in the operating position. The compensating movement occurs, at least in sections, against the reset force. During the compensating movement, the reset force can increase. After the compensating movement has taken place, i.e. starting from the compensating position, a reset movement of the train components that can move relative to one another can take place.The return movement is carried out by the return force of the return unit, so that the return force at least has a supporting effect. For example, it is possible for the return movement to be initiated by moving the flap manually or automatically from the collision position to the closed position. Since this return movement is carried out by the return force of the return unit, only a comparatively small amount of force is required. It is conceivable that the return movement is initiated by the return force itself, in particular automatically, for example, after the emergency opening movement. In this case, the return force is the cause of the return movement and, in particular, has more than just a supporting effect.

[0010] In detail, it is proposed that the compensation arrangement has a reset unit and the compensating movement of the strand components which are movable relative to one another takes place counter to a restoring force of the reset unit and that in the course of a reset movement the strand components which are movable relative to one another are movable, in particular are moved, relative to one another from the compensation position in the direction of the operating position, in particular into the operating position, and the reset movement of the strand components which are movable relative to one another takes place with the restoring force of the reset unit.

[0011] In an advantageous embodiment according to claim 2, it is provided that the compensating movement can be effected by a force, in particular a tensile force, introduced externally into the drive train. The resulting externally induced change in the length of the drive train can improve the operational reliability of the drive train. For example, it is conceivable that during an emergency opening movement of the flap, an external force, in particular an external tensile force, is introduced by the movement itself and due to a connection of the drive train to the body and the flap. This directly effects the change in the length of the drive train, without any need for control of the drive train's drive.

[0012] Claim 3 relates to an advantageous embodiment in which the relatively movable train components are preloaded into the operating position. This ensures that the relatively movable train components are held in the operating position during regular operation of the drive train, for example, when the flap is opened and closed by the drive train, and are, in particular, immobile relative to one another.

[0013] In claim 4, the compensating movement and the return movement are advantageously further developed. Movements with a linear component or exclusively linear movements can be implemented relatively easily from a structural and kinematic perspective.

[0014] Claim 5 advantageously develops the drivetrain with regard to the return unit. A mechanical spring element is available cost-effectively as a reliable standard component with a wide range of preload forces. A gas pressure element enables individually adjustable and adaptable preload forces during drivetrain production.

[0015] In the advantageous embodiments according to claim 6, the compensating arrangement is further developed. A comparatively compact drive train results when the compensating arrangement is designed as part of the drive itself. In the drive train in which the compensating arrangement is designed as part of the connecting arrangement, already known and proven drives can be used in conjunction with the drive.

[0016] Structurally comparatively simple embodiments with regard to the determination of the operating position and the compensating position are advantageously specified in claim 7. In particular, it can be provided that the mechanical spring element has a dual function and enables both the indirect striking in the compensating position and the return to the operating position.

[0017] According to claim 8, it is advantageously provided that the drive train has a differential housing. The differential housing can accommodate certain drive train components and thus improve the assembly of the drive train during its production. In particular, by accommodating at least one of the relatively movable drive train components, an overall comparatively compact drive train can be created.

[0018] According to a further teaching according to claim 9, which has independent significance, a drive train for use in a drive arrangement for a flap of a motor vehicle with a body is claimed. The drive train has a drive via which an opening movement of the flap can be effected, starting from a closed position into an open position, wherein the drive has a drive unit and two drive connections for connecting the drive to the flap side and the body side. The drive train, in particular the drive, further has a compensating arrangement which enables a change in the length of the drive train, wherein the change in the length of the drive train can be effected by the compensating arrangement in that at least two train components of the drive train are moved relative to one another during a compensating movement from an operating position into a compensating position.

[0019] It is essential that the strand components which are movable relative to one another are moved relative to one another during a return movement from the compensation position into the operating position and that the strand components which are movable relative to one another are freely movable relative to one another in such a way that the return movement and / or the compensation movement can take place unhindered.

[0020] Reference may be made to all statements concerning the proposed drive train according to the first teaching.

[0021] According to a further teaching according to claim 11, which has independent significance, a drive arrangement for a flap of a motor vehicle is claimed. The drive arrangement has at least a first drive train and a second drive train. The first drive train can be connected to the flap and to the body of the motor vehicle in such a way that the first drive train can move the flap from a closed position into an open position. The second drive train can be arranged opposite the flap in such a way that the second drive train can move the flap from the closed position into a collision position.

[0022] It is essential that the first drive train is designed as a proposed drive train.

[0023] Reference may be made to all statements relating to the proposed drive train according to the first teaching and the proposed drive train according to the further teaching.

[0024] Claim 12 defines a particularly reliable, advantageous embodiment of the drive arrangement, in which the compensating movement and the associated change in length of the first drive train are effected by the second drive train. This makes it possible, for example, for the change in length of the drive train to be effected directly during the emergency opening movement of the flap, without any need to control the first drive of the first drive train.

[0025] According to a further teaching according to claim 13, which also has independent significance, a flap arrangement of a motor vehicle is claimed, wherein the flap arrangement has a flap, in particular a front hood, and at least one proposed drive arrangement functionally connected to the flap.

[0026] Reference may be made to all statements relating to the proposed drive train according to the first teaching and the proposed drive train according to the further teaching as well as the proposed drive arrangement.

[0027] Claim 14 proposes advantageous embodiments of the flap arrangement which are characterized in particular by improved operational reliability and improved functionality during normal operation.

[0028] According to a further teaching according to claim 15, which also has independent significance, a method for operating a proposed drive train and / or a proposed drive arrangement and / or a proposed flap arrangement is claimed.

[0029] It is essential that in the course of the compensating movement the strand components which are movable relative to one another are moved from the operating position into the compensating position, in particular relative to one another, and that in the course of the return movement the strand components which are movable relative to one another are moved from the compensating position into the operating position, in particular relative to one another.

[0030] Reference may be made to all statements relating to the proposed drive train according to the first teaching and the proposed drive train according to the further teaching, the proposed drive arrangement and the proposed flap arrangement.

[0031] In the following, the invention is explained in more detail with reference to a drawing which merely represents exemplary embodiments. In the drawing, Fig. 1 a schematic representation of the proposed drive train, which is arranged on a motor vehicle with a flap in the closed position and a body in a side view, Fig. 2 each shows a schematic representation of the drive train according to Fig. 1 with the motor vehicle in side view, where in a) the flap is in the open position and in b) the flap is in the collision position, Fig. 3 a first embodiment of the proposed drive train in a side, partially sectioned view, wherein the train components movable relative to each other are in a) in the operating position and in b) in the compensating position and Fig. 4 a second embodiment of the proposed drive train in a lateral, partially sectioned view, wherein the train components movable relative to one another are in a) in the operating position and in b) in the compensating position.

[0032] In the Fig. 1, Fig. 2a) and Fig. 2b) schematically shows a drive train 1 according to the invention. The drive train 1 is, here and preferably, assigned to a drive arrangement 2 for a flap 3 of a motor vehicle 4 with a body 5. The flap 3 is, here and preferably, a front hood of the motor vehicle 4. However, the term "flap" 3 is not limited to this, but also includes, as already described above, for example, a tailgate or a vehicle door of any motor vehicle 4. The drive arrangement 2 is assigned to a flap arrangement 6, which includes the flap 3. The flap arrangement 6 is in turn assigned to the motor vehicle 4.

[0033] In the Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b) shows a preferred embodiment of the proposed drive train 1.

[0034] The drive train 1 has a drive 7. Via the drive 7, an opening movement of the flap 3 can be effected, in which the flap 3, starting from a closed position ( Fig. 1) towards an open position, in particular to an open position ( Fig. 2a)). The closed position of the flap 3 corresponds to the main closed position, in which the flap 3 completely closes the body 5. A motor vehicle lock of the motor vehicle 4, which is not shown in the figures but is indicated, can secure the flap 3 in the main closed position, with the motor vehicle lock being in a main locking position. The open position corresponds to the maximum open position, in which the flap 3 is maximally open relative to the body 5.

[0035] It is possible for the drive 7 to cause a closing movement of the flap 3 from the open position toward the closed position, in particular all the way to the closed position. Alternatively or additionally, the closing movement can be performed manually by a user.

[0036] The drive 7 has a drive unit 8 and two drive connections 9 for the flap-side and body-side connection of the drive 7. The drive unit 8 can, as shown schematically in Fig. 3a), a motor 10, in particular an electric one, and / or a feed gear 11, in particular comprising a spindle, and / or a drive unit housing 12. Via the drive connections 9, the drive 7 can be connected, directly or indirectly, to the body 5 and to the flap 3 on one side each ( Fig. 1, Fig. 2a) and Fig. 2b)). The drive connections 9 are, here and preferably, designed as ball socket connections.

[0037] The drive train 1 is formed from several train components 13. According to the Fig. 3a), Fig. 3b), the drive unit 8 can represent a train component 13 and the drive connections 9 can each represent a train component 13. The drive train 1 can also have further train components 13, for example a connecting arrangement 14 ( Fig. 4a), Fig. 4b)), or similar, each represent a further strand component 13. It is also conceivable that parts of the drive unit 8, such as the motor 10, the feed gear 11 and / or the drive unit housing 12, each represent a strand component 13 and / or that parts of the connecting arrangement 14, such as a connecting base 15 and / or a connecting element 16, each represent a strand component 13.

[0038] Regarding the Fig. 1, Fig. 2a) and Fig. 2b) is intended to fulfill, in addition to the convenience function of automatically opening the flap 3 as needed via the drive train 1, a safety function, namely a pedestrian protection function. For this purpose, it is intended that the flap 3 can be opened from the closed position ( Fig. 1) into a collision position ( Fig. 2b)) is movable. The collision position, which in Fig. 2b) differs from the open position of the flap 3. In the collision position, the flap 3 of the motor vehicle 4 can be tilted approximately forward relative to the motor vehicle 4. This allows the occupants of the motor vehicle 4 and, in particular, other persons involved in the accident to be protected in the event of an accident.

[0039] In particular, so that the drive train 1 is also suitable for use in such a drive arrangement 2 and in the event of an accident, the emergency opening movement is not hindered by the drive train 1, which is here and preferably connected to both the flap 3 and the body 5, the drive train 1 has a compensation arrangement 17. By means of the compensation arrangement 17, a change in the length 18 of the drive train 1 can be effected, as can be seen from the synopsis of the Fig. 1 and Fig. 2b). The length change 18 can in particular be an extension of the drive train 1 and can preferably range from a few millimeters to several centimeters. The length change 18 is preferably between 2 mm and 45 mm, preferably 5 mm and 30 mm, and more preferably 10 mm and 20 mm.

[0040] The change in length 18 of the drive train 1 by the compensation arrangement 17 can be effected by at least two of the train components 13 being moved from an operating position ( Fig. 3a) and Fig. 4a)) into a balancing position ( Fig. 3b) and Fig. 4b)) are moved relative to one another. The operating position corresponds to the position in which the two line components 13 are located relative to one another, for example during regular operation of the drive train 1, such as when used in the drive arrangement 2 for opening the flap 3. Thus, for example, the opening movement of the flap 3 can be effected via the drive 7 when the line components 13 that are movable relative to one another are in the operating position. The compensating position corresponds to the position in which the two line components 13 are located relative to one another, for example after the emergency opening movement of the flap 3.

[0041] The change in length 18 of the drive train 1, which can be effected as needed, basically enables the use of the drive train 1 in the drive arrangement 2, wherein in particular the safety function of the drive arrangement 2 is not restricted thereby or can be implemented thereby.In order to be able to reverse the change in length 18, for example in order to move the flap 3 from the collision position back into the closed position after an emergency opening movement, it is essential for the proposed drive train 1 that the compensating arrangement 17 has a reset unit 19 and that the compensating movement of the strand components 13 which are movable relative to one another takes place against a reset force of the reset unit 19 and that in the course of a reset movement the strand components 13 which are movable relative to one another can be moved, in particular are moved, relative to one another from the compensating position in the direction of the operating position, in particular into the operating position, and the reset movement of the strand components 13 which are movable relative to one another takes place with the reset force of the reset unit 19.

[0042] By means of the reset unit 19, the length change 18 can be reversed at least partially, in particular completely, with comparatively little effort. When using the drive train 1 in the drive arrangement 2, the flap 3 can thus be moved from the collision position ( Fig. 2b)) back to the closed position ( Fig. 1). While the total length of the drive train 1 increases during the compensating movement, the total length of the drive train 1 decreases accordingly during the return movement, as can be seen from the synopsis of the Fig. 3a) and Fig. 3b) and the Fig. 4a) and Fig. 4b).

[0043] The restoring unit 19 exerts the restoring force on one or both of the relatively movable strand components 13. The restoring force is here and preferably a compressive force ( Fig. 3b) and Fig. 4b)). The restoring force can, here and preferably, essentially comprise a spring force. The compensating movement, starting from the operating position ( Fig. 3a) and Fig. 4a)) occurs, at least in sections, against the restoring force. Starting from the balancing position ( Fig. 3b) and Fig. 4b)), the return movement of the relatively movable strand components 13 takes place with the return force. The reason for the return movement can be, for example, that the flap 3 is manually or automatically moved from the collision position ( Fig. 2b)) into the closed position ( Fig. 1) is moved back. It is conceivable that the return movement is caused by the return force itself, for example after the emergency opening movement of the flap 3, in particular starting from the collision position of the flap 3.

[0044] So that the change in length 18 of the drive train 1 can also occur independently of the drive 7 or any further drives 7 of the drive train 1 when used in the drive arrangement 2, it is preferably provided that a force, in particular acting on the train components 13 that can be moved relative to one another, can be introduced into the drive train 1 from the outside. Here and preferably, the force is a tensile force that can be introduced into the drive train 1 from the outside. The force, in particular tensile force, causes the compensating movement of the train components 13 that can be moved relative to one another when the restoring force is exceeded. As soon as the force, in particular tensile force, exceeds the restoring force, the compensating movement occurs.

[0045] The force acting on the relatively movable train components 13, in particular the tensile force, is an external force, i.e., independent of the drive train 1, in particular independent of the drive 7. The force, in particular the tensile force, can be introduced into the drive train 1 via the connection of the drive train 1 to the flap 3 and to the body 5, as can be seen from the synopsis of the Fig. 1 and Fig. 2b).

[0046] In connection with the force, in particular tensile force, it is preferably possible that the restoring force, when the force, in particular tensile force, is exceeded, at least partially causes the restoring movement of the strand components 13, which are movable relative to one another. As soon as the restoring force exceeds the force, in particular tensile force, the restoring movement takes place. This can occur, for example, after the emergency opening movement has taken place. Here and preferably, the restoring movement is opposite to the compensating movement, as can be seen from the synopsis of the Fig. 3a) and Fig. 3b) or Fig. 4a) and Fig. 4b).

[0047] During the compensating movement and / or during the return movement, the drive 7 of the drive train 1 is preferably deactivated. The compensating movement and / or the return force can thus be caused exclusively by the force acting on the relatively movable train components 13 and introduced into the drive train 1 from the outside, in particular the tensile force.

[0048] With regard to the relative positional relationship between the relatively movable strand components 13 in the operating position, it is preferably provided that the relatively movable strand components 13 are preloaded into the operating position with a preload force. This prevents an unintentional compensating movement from occurring during regular operation of the drive train 1 when used in the drive arrangement 2, for example, when opening and, in particular, closing the flap 3. The relatively movable strand components 13 can preferably be stationary relative to one another when the drive 7 is actuated.

[0049] The preload force can act essentially along the main axis of the drive 7 ( Fig. 3a)). The "main axis" of a component or body in this context can be the geometric axis of rotation or symmetry and / or the geometric longitudinal central axis, i.e. the axis extending through the center in the direction of the greatest extent. Alternatively, the prestressing force can act substantially along the main axis of the connection arrangement 14 ( Fig. 4a)). The pre-tensioning force can be a pushing or pulling force, as here. It is particularly preferred that the return unit 19 pre-tensions the relatively movable strand components 13 into the operating position, as is the case with the embodiments according to Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b) is the case. In this case, the restoring force comprises the preload force. Alternatively, the drive train 1, in particular the compensation arrangement 17, can have an additional preload element, such as a preload spring.

[0050] Regardless of whether a pre-tension of the strand components 13 is provided or not, it is possible that the compensating movement of the strand components 13 which are movable relative to one another has a linear movement component or, as in the embodiments according to the Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b) is the case, an exclusively linear compensating movement. The compensating movement can in particular be essentially along the main axis of the drive 7 ( Fig. 3a), Fig. 3b)) or substantially along the main axis of the connecting arrangement 14 ( Fig. 4a), Fig. 4b)).

[0051] Alternatively or additionally, it is preferably provided with regard to the return movement that the return movement of the strand components 13 which are movable relative to one another has a linear movement component or, as in the embodiments according to the Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b) is the case, an exclusively linear return movement. In the embodiment of the Fig. 3a), Fig. 3b) and preferably, the return movement takes place substantially along the main axis of the drive 7. Alternatively, the return movement can take place substantially parallel to the main axis of the connecting arrangement 14, as in the embodiment of the Fig. 4a), Fig. 4b). The compensating movement and the return movement occur, here and preferably, in opposite directions.

[0052] The above-described embodiments concerning the compensation and return movements can be particularly preferably realized by designing the drive 7 as a linear drive ( Fig. 3a), Fig. 3b) and 4a), 4b)). The linear drive can be extended along its main axis, for example to open and optionally to close the flap 3 ( Fig. 2a)) and retractable ( Fig. 1). The linear drive can be a gas pressure spring or, in particular, a spindle drive. The strand components 13, which are movable relative to one another, are moved during the compensating movement and / or during the return movement approximately in the direction of the main axis, in particular substantially along the main axis ( Fig. 3b)) of the drive 7 or substantially parallel to the main axis of the connecting arrangement 14 ( Fig. 4b)), moved relative to each other.

[0053] The return movement is effected at least partially by the return force of the return unit 19. The return unit 19 preferably comprises a mechanical spring element 20. The mechanical spring element 20 can, for example, as in the embodiments of the Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b), the spring can be a compression spring or a tension spring. The mechanical spring element 20 provides the restoring force and can optionally provide the preload force. In this case, an additional preload element, such as a preload spring, is not required.

[0054] Alternatively or in addition to the mechanical spring element 20, the return unit 19 comprises a gas pressure element, such as a pressure chamber containing compressible gas. In this case, the gas pressure element provides the return force and can optionally provide the preload force.

[0055] In the drive train 1, the reset unit 19 is assigned to the compensation assembly 17. The compensation assembly 17 is essential for the drive train 1, as it enables the length change 18. Nevertheless, the arrangement of the compensation assembly 17 within the drive train 1 is possible in various ways, whereby the compensation assembly 17 can ultimately be arranged almost arbitrarily in the functional chain of the drive train 1.

[0056] According to a particularly preferred embodiment in this regard, it is provided that the compensation arrangement 17 is designed as part of the drive 7, as in the embodiment of the Fig. 3a), Fig. 3b) is the case. Here, and preferably, the compensating movement occurs between the drive unit 8 and one of the drive connections 9. Accordingly, the compensating arrangement 17 is arranged in the effective direction of the drive train 1 between the drive unit 8 and one of the drive connections 9. In this case, the drive unit 8 and one of the drive connections 9 represent the train components 13 that can be moved relative to one another.

[0057] As already described above, parts of the drive unit 8, such as the motor 10, the feed gear 11 and / or a drive unit housing 12, can each represent a line component 13 of the drive train 1. In the event that the compensating arrangement 17 is designed as part of the drive 7, it is preferably also conceivable for parts of the drive unit 8 to represent at least two line components 13 of the drive train 1 and for the compensating movement to occur between these two line components 13. The corresponding two line components 13 are thus movable relative to one another. For example, it is possible for the drive unit 8 to have the motor 10 and the feed gear 11, which each represent a line component 13, and for the compensating movement to occur between the motor 10 and the feed gear 11.

[0058] In general, the drive train 1 can have a connecting arrangement 14, for example for connecting the drive train 1 to the body 5 or the flap 3 ( Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b)). The connecting arrangement 14 can be arranged, in particular rigidly, on the body 5 or the flap 3 ( Fig. 1) and be connected, in particular rotatably, to one of the drive connections 9. Here and preferably, the connection arrangement 14 has a connecting element 16 and a connecting base 15. The connecting element 16 can, as in the embodiment of the Fig. 3a), Fig. 3b), be rigidly connected to the connecting base 15. Alternatively, the connecting element 16, as in the embodiment of the Fig. 4a), Fig. 4b), be connected to the connecting base 15 so as to be movable relative to the connecting base 15. Preferably, the connecting element 16 has a ball head and the drive connection 9 has a ball socket, wherein the ball head and the ball socket are connected in such a way that a ball joint is formed.

[0059] Against this background and with regard to the arrangement of the compensation arrangement 17, according to a further preferred embodiment, it is provided that the compensation arrangement 17 is designed as part of the connection arrangement 14, as in the embodiment of the Fig. 4a), Fig. 4b). The connecting arrangement 14 has, here and preferably, the connecting base 15 which can be arranged on the body 5 or the flap 3 and the connecting element 16 which can be arranged on one of the drive connections 9. In the embodiment of the Fig. 4a), Fig. 4b) and preferably, the compensating movement takes place between the connecting base 15 and the connecting element 16. In general, the connecting base 15 and the connecting element 16 can each represent a strand component 13, as here.

[0060] With regard to the further structural design of the drive train 1, in particular the compensation arrangement 17, it is preferably provided that the drive train 1, in particular the compensation arrangement 17, has a first position stop 21 and a first position counter-stop 22. The first position stop 21 and the first position counter-stop 22 are moved relative to each other at least during the return movement and determine the operating position by indirect or, in particular, direct contact with each other. This is evident, for example, from the Fig. 3a) and Fig. 4a). In direct striking, the first position stop 21 and the first position counter-stop 22 meet directly, as here; in indirect striking, the first position stop 21 and the first position counter-stop 22 meet via another element, for example, via the mechanical spring element 20.

[0061] In the embodiment of the Fig. 3a), Fig. 3b) and preferably, the first position stop 21 is arranged on the drive unit 8. The first position counter-stop 22 is, here and preferably, arranged on one of the drive connections 9. The first position stop 21 can, here and preferably, limit the drive unit 8 at the front. In the embodiment of the Fig. 4a), Fig. 4b) and preferably, the first position stop 21 is arranged on the connecting element 16. The first position counter-stop 22 is, here and preferably, arranged on the connecting base 15. The first position stop 21 can, here and preferably, limit the connecting element 16 to one side.

[0062] Alternatively or in particular additionally, it is possible for the drive train 1, in particular the compensation arrangement 17, to have a second position stop 23 and a second position counter-stop 24. The second position stop 23 and the second position counter-stop 24 are moved relative to each other at least during the compensation movement and determine the compensation position by directly or in particular by indirectly striking each other. This is evident from the Fig. 3b) and Fig. 4b). In direct engagement, the second position stop 23 and the second position counter-stop 24 meet directly; in indirect engagement, the second position stop 23 and the second position counter-stop 24 meet via another element, as in this case, for example, via the mechanical spring element 20.

[0063] In the embodiment of the Fig. 3a), Fig. 3b) and preferably, the second position stop 23 is arranged on the drive unit 8. The second position counter-stop 24 is, here and preferably, arranged on one of the drive connections 9. The second position stop 23 can be facing away from the first position stop 21, in particular opposite it. In the embodiment of the Fig. 4a), Fig. 4b), the second position stop 23 is preferably arranged on the connecting element 16. The second position counter-stop 24 is preferably arranged on the connecting base 15. The second position stop 23 can preferably limit the connecting element 16 to one side.

[0064] It is particularly preferred that the mechanical spring element 20 is arranged between the second position stop 23 and the second position counter-stop 24 and that the second position stop 23 and the second position counter-stop 24 strike each other indirectly via the mechanical spring element 20 during the compensating movement. After this striking, the compensating movement ends. As can be seen from the Fig. 3b) and Fig. 4b), it is preferably provided that the mechanical spring element 20 is moved to the block in the compensation position.

[0065] Furthermore, it is preferably possible for the compensation arrangement 17 to have a compensation housing 25. The compensation housing 25 can be made in one piece, as in the embodiment of the Fig. 4a), Fig. 4b), or multi-part, as in the embodiment of the Fig. 3a), Fig. 3b). In the embodiment of the Fig. 3a), Fig. 3b) and preferably, the differential housing 25 is formed in two parts with a housing base body 26 and a housing cover 27. Here and preferably, the differential housing 25 has an outer shape that is at least partially substantially cylindrical. The differential housing 25 can extend substantially along the main axis of the drive 7 ( Fig. 3a), Fig. 3b)).

[0066] The differential housing 25 can preferably accommodate the reset unit 19 and / or the first position stop 21 and / or the first position counter-stop 22 and / or the second position stop 23 and / or the second position counter-stop 24. The accommodated elements can be protected against environmental influences by the differential housing 25.

[0067] Here and preferably, one of the relatively movable strand components 13 is partially, in particular movably, preferably linearly movable, accommodated by the differential housing 25. The movably accommodated strand component 13 can be mounted by the differential housing 25. In the case of the embodiment of the Fig. 3a), Fig. 3b), the drive unit 8 is movably received by the differential housing 25 as a strand component 13, which is particularly movable relative to one of the drive connections 9. In the case of the embodiment of the Fig. 4a), Fig. 4b) the connecting element 16 is movably received by the differential housing 25 as a strand component 13, which is particularly movable relative to the connecting base 15.

[0068] It is conceivable that the differential housing 25 is designed as part of one of the drive connections 9 ( Fig. 3a), Fig. 3b)) or that the differential housing 25 is formed as part of the connecting arrangement 14 ( Fig. 4a), Fig. 4b)), wherein the differential housing 25 can in particular form the connecting base 15.

[0069] The proposed drive train 1 can also be used as the drive train 1 in other drive assemblies 2, such as a drive assembly 2 for adjusting a tailgate. The basic principle can be used here, for example, to compensate for or minimize tension in the tailgate.

[0070] The proposed drive train 1 is suitable for use in a drive arrangement 2. Therefore, in addition to the proposed drive train 1, a drive arrangement 2 for a flap 3 of a motor vehicle 4 with a body 5 is also proposed. The drive arrangement 2 has at least a first drive train 1 and a second drive train 28. The first drive train 1 can be connected to the flap 3 and to the body 5 of the motor vehicle 4 in such a way that the first drive train 1 moves the flap 3 from a closed position ( Fig. 1) into an open position ( Fig. 2a)), in particular during an opening movement. The second drive train 28 can be arranged opposite the flap 3 in such a way that the second drive train 28 moves the flap 3 from the closed position ( Fig. 1) into a collision position ( Fig. 2b)), particularly during an emergency opening movement.

[0071] In the proposed drive train 1, it is essential that the first drive train 1 is designed as a proposed drive train 1. The first drive train 1 can accordingly have one or more of the features described in connection with the proposed drive train 1.

[0072] Reference may therefore be made to all statements relating to the proposed drive train 1.

[0073] The second drive train 28 can have a second drive 7. The second drive 7 can effect the emergency opening movement. During the emergency opening movement, the flap 3 is moved from the closed position into the collision position. The second drive 7 can be designed as a linear drive and / or have a pyrotechnic actuator and / or a preloaded spring. The adjustment speed of the second drive 7 can be greater than the adjustment speed of the drive 7 of the first drive train 1, in particular at least twice, preferably at least three times as great. In this way, the comfort function and the safety function can be expediently implemented by using, for example, a long-life drive 7 as drive 7 of the first drive train 1 and a quickly adjusting drive 7 as the second drive 7.

[0074] It is preferably provided here that the compensating movement of the relatively movable train components 13 of the first drive train 1 is effected by the second drive train 28, preferably that during the compensating movement the first drive train 1, in particular the drive 7 of the first drive train 1, is not actuated. As can be seen from the synopsis of the Fig. 1 and Fig. 2b), the flap 3 is moved from the closed position ( Fig. 1) into the collision position ( Fig. 2b)). The first drive train 1 is, in particular, unactuated. Due, for example, to the connection of the first drive train 1 to the flap 3 and to the body 5, the force, in particular tensile force, is introduced into the first drive train 1 during the emergency opening movement, causing the compensating movement of the train components 13 of the first drive train 1 that are movable relative to one another. This results in the change in length 18 of the first drive train 1. The second drive train 28, in particular the second drive 7, can be the cause of the force, in particular tensile force.

[0075] It is possible that, after the emergency opening movement has taken place, the flap 3 is moved, in particular manually or automatically, from the collision position into the closed position, wherein the return movement of the relatively movable strand components 13 of the first drive train 1 is effected by the return force of the return unit 19. It is possible that, after the emergency opening movement has taken place, the flap 3 is moved from the collision position at least in the direction of the closed position, in that the return movement of the relatively movable strand components 13 of the first drive train 1 is effected by the return force of the return unit 19.

[0076] The proposed drive arrangement 2 can be assigned to a flap arrangement 6, as can be seen from Fig. 1, Fig. 2a), Fig.2b) is exemplary. Therefore, a flap assembly 6 of a motor vehicle 4 is proposed, comprising a body 5 with a flap 3, in particular a front hood, and at least one proposed drive assembly 2 functionally connected to the flap 3.

[0077] Reference may be made to all statements relating to the proposed drive train 1 and the proposed drive arrangement 2.

[0078] In connection with the flap arrangement 6, it is preferably provided that the pretensioning force with which the strand components 13, which are movable relative to one another, are pretensioned into the operating position is set such that, during the emergency opening movement of the flap 3, starting from the closed position into the collision position, the compensating movement of the strand components 13, which are movable relative to one another, is brought about. It is further preferably provided that the pretensioning force is set such that, during the opening movement of the flap 3, starting from the closed position into the open position and / or during the closing movement of the flap 3, starting from the open position into the closed position, the compensating movement of the strand components 13, which are movable relative to one another, does not occur, in particular, the strand components 13, which are movable relative to one another, remain stationary relative to one another.Accordingly, the preload force is determined in particular such that the compensating movement of the relatively movable strand components 13 of the first drive train 1 only occurs during the emergency opening movement. In particular, this makes it possible for the closing movement of the flap 3 to occur automatically by the first drive train 1, in particular the first drive 7.

[0079] Furthermore, a method for operating a proposed drive train 1 and / or a proposed drive arrangement 2 and / or a proposed flap arrangement 6 is proposed.

[0080] Here, it is provided that in the course of the compensating movement, the strand components 13 which are movable relative to one another are moved from the operating position into the compensating position, in particular relative to one another, and that in the course of the return movement, the strand components 13 which are movable relative to one another are moved from the compensating position in the direction of the operating position, in particular into the operating position, in particular relative to one another.

[0081] Reference may be made to all statements relating to the proposed drive train 1, the proposed drive arrangement 2 and the proposed flap arrangement 6. Furthermore, according to a further teaching, not shown separately here, which has independent significance, a drive train 1 is proposed for use in a drive arrangement 2 for a flap 3 of a motor vehicle 4 with a body 5, wherein the drive train 1 has a drive 7, via which an opening movement of the flap 3 can be effected, starting from a closed position to an open position, wherein the drive 7 has a drive unit 8 and two drive connections 9 for the flap-side and body-side connection of the drive 7, wherein the drive train 1, in particular the drive 7, has a compensation arrangement 17, which enables a change in length 18 of the drive train 1, wherein the change in length 18 of the drive train 1 can be effected by the compensation arrangement 17,by moving at least two train components 13 of the drive train 1 from an operating position into a compensating position relative to each other during a compensating movement.

[0082] It is essential that the strand components 13, which are movable relative to one another, are moved relative to one another during a return movement from the compensating position to the operating position, and that the strand components 13, which are movable relative to one another, are freely movable relative to one another such that the return movement and / or the compensating movement can take place unhindered. The strand components 13 can, in particular, be freely movable relative to one another in a non-clamping and / or non-clamping and / or non-tensioning manner.

[0083] "Freely movable" in this context means that the relative movement of the strand components 14 to one another during the entire return movement and / or compensating movement does not have to counteract any holding or clamping forces that would have to be overcome, for example, in the event of a wedging, or any tension forces that would have to be overcome, for example, in the event of a movement against a compression or tension spring. Thus, after overcoming the usual frictional forces, the relative movement is possible unhindered, i.e., without overcoming any obstacle.

[0084] The proposed drive train 1 according to the further teaching corresponds to the drive train 1 shown in the figures, with the illustrated reset unit 19 and / or spring element 20 omitted. However, the drive train 1 according to the further teaching can have one or more of the features of the proposed drive train 1 according to the first teaching, with the features relating to the reset unit 19 being excluded therefrom. The proposed drive train 1 according to the further teaching therefore differs from the proposed drive train 1 according to the first teaching, which is shown in the figures in two exemplary embodiments, in particular in that it is designed without a reset unit, in particular without a spring element.

[0085] With regard to the proposed drive arrangement 2, it is correspondingly conceivable that, instead of the drive train 1 according to the first teaching, the drive train 1 according to the further teaching is provided. With regard to the proposed flap arrangement 6, it is correspondingly conceivable that it has such a drive arrangement 2 with a drive train 1 according to the further teaching. With regard to the proposed method, it is correspondingly conceivable that the method is carried out with the drive train 1 according to the further teaching and that, in the course of the compensating movement, the line components 13 which are movable relative to one another are moved from the operating position into the compensating position and that, in the course of the return movement, the line components 13 which are movable relative to one another are moved from the compensating position towards the operating position.In principle, it is also conceivable that the proposed drive arrangement 2 has a drive train 1 according to the first teaching and a drive train 1 according to the further teaching.

[0086] Reference may therefore be made to all statements relating to the proposed drive train 1 according to the first teaching, the proposed drive arrangement 2, the proposed flap arrangement 6 and the proposed method.

[0087] In the proposed drive train 1 according to the further teaching, it is preferably provided that the compensating movement of the relatively movable train components 13 has a linear movement component or is an exclusively linear compensating movement. Additionally or alternatively, it can be provided that the return movement of the relatively movable train components 13 has a linear movement component or is an exclusively linear return movement.Furthermore, it is preferably provided that the drive 7 is designed as a linear drive, in particular as a spindle drive or as a gas pressure spring, and that the linear drive has a main axis along which the linear drive can be extended and retracted to open and optionally to close the flap 3, and that the strand components 13 which are movable relative to one another are moved relative to one another substantially in the direction of the main axis during the compensating movement and / or the return movement.

[0088] It is furthermore conceivable for the compensating arrangement 17 to be designed as part of the drive 7 and, preferably, for the compensating movement to take place between the drive unit 8 and one of the drive connections 9. Alternatively, it is also conceivable for parts of the drive unit 8 to represent at least two train components 13 of the drive train 1 and for the compensating movement to take place between these two train components 13. Additionally or alternatively, it is provided that the drive train 1 has a connecting arrangement 14 for connecting the drive train 1 to the body 5 or the flap 3 of the motor vehicle 4 and that the compensating arrangement 17 is designed as part of the connecting arrangement 14.Preferably, the connecting arrangement 14 has a connecting base 15 which can be arranged, in particular rigidly, on the body 5 or the flap 3 and a connecting element 16 which can be arranged on one of the drive connections 9, wherein the compensating movement takes place between the connecting base 15 and the connecting element 16.

[0089] Preferably, according to the further teaching, the drive train 1, in particular the compensation arrangement 17, has a first position stop 21 and a first position counter-stop 22, which are moved relative to one another at least during the return movement and which define the operating position by indirectly or, in particular, directly striking one another. Additionally or alternatively, it can be provided that the drive train 1, in particular the compensation arrangement 17, has a second position stop 23 and a second position counter-stop 24, which are moved relative to one another at least during the compensation movement and which define the compensation position by directly or, in particular, indirectly striking one another.

[0090] The compensation arrangement 17 can in particular be designed without springs, i.e. it can have no compression and / or tension spring. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2018 125 800 A1

[0003]

Claims

[1] Drive train for use in a drive arrangement (2) for a flap (3) of a motor vehicle (4) with a body (5), wherein the drive train (1) has a drive (7) via which an opening movement of the flap (3) can be effected from a closed position to an open position, wherein the drive (7) has a drive unit (8) and two drive connections (9) for connecting the drive (7) to the flap side and the body side, wherein the drive train (1), in particular the drive (7), has a compensating arrangement (17) which enables a change in the length (18) of the drive train (1), wherein the change in the length (18) of the drive train (1) can be effected by the compensating arrangement (17) in that at least two train components (13) of the drive train (1) are moved relative to one another during a compensating movement from an operating position to a compensating position, characterized bythat the compensating arrangement (17) has a reset unit (19) and the compensating movement of the strand components (13) which are movable relative to one another takes place counter to a restoring force of the reset unit (19) and that in the course of a reset movement the strand components (13) which are movable relative to one another can be moved relative to one another from the compensating position in the direction of the operating position and the reset movement of the strand components (13) which are movable relative to one another takes place with the restoring force of the reset unit (19). [2] Drive train according to claim 1, characterized by that a force, in particular tensile force, acting in particular on the strand components (13) which are movable relative to one another, can be introduced into the drive train (1) from the outside and that the force, when the restoring force is exceeded, causes the compensating movement of the strand components (13) which are movable relative to one another, preferably, that the restoring force, when the force is exceeded, at least partially causes the restoring movement of the strand components (13) which are movable relative to one another, further preferably, that the drive (7) is not actuated during the compensating movement and / or during the return movement. [3] Drive train according to claim 1 or 2, characterized by that the strand components (13) which are movable relative to one another are prestressed into the operating position with a prestressing force, preferably that the restoring unit (19) prestresses the strand components (13) which are movable relative to one another into the operating position and that the restoring force comprises the prestressing force. [4] Drive train according to one of the preceding claims, characterized bythat the compensating movement of the strand components (13) which are movable relative to one another has a linear movement component or is an exclusively linear compensating movement, and / or that the restoring movement of the strand components (13) which are movable relative to one another has a linear movement component or is an exclusively linear restoring movement, preferably that the drive (7) is designed as a linear drive, in particular as a spindle drive or as a gas pressure spring, and that the linear drive has a main axis along which the linear drive can be extended and retracted to open and optionally to close the flap (3), and that the strand components (13) which are movable relative to one another are moved relative to one another substantially in the direction of the main axis during the compensating movement and / or the restoring movement. [5] Drive train according to one of the preceding claims, characterized bythat the reset unit (19) has a mechanical spring element (20), in particular a compression spring, and that the mechanical spring element (20) causes the restoring force, and / or that the reset unit (19) has a gas pressure element, in particular a pressure chamber with compressible gas, and that the gas pressure element causes the restoring force. [6] Drive train according to one of the preceding claims, characterized by that the compensating arrangement (17) is designed as part of the drive (7) and, preferably, that the compensating movement takes place between the drive unit (8) and one of the drive connections (9), or that parts of the drive unit (8) represent at least two train components (13) of the drive train (1) and that the compensating movement takes place between these two train components (13), and / or, that the drive train (1) has a connecting arrangement (14) for connecting the drive train (1) to the body (5) or the flap (3) of the motor vehicle (4) and that the compensation arrangement (17) is designed as part of the connecting arrangement (14) and, preferably, that the connecting arrangement (14) has a connecting base (15) which can be arranged, in particular rigidly, on the body (5) or the flap (3) and a connecting element (16) which can be arranged on one of the drive connections (9), and that the compensating movement takes place between the connecting base (15) and the connecting element (16). [7] Drive train according to one of the preceding claims, characterized bythat the drive train (1), in particular the compensation arrangement (17), has a first position stop (21) and a first position counter-stop (22), which are moved relative to one another at least during the return movement and which define the operating position by indirectly or in particular directly striking one another, and / or that the drive train (1), in particular the compensation arrangement (17), has a second position stop (23) and a second position counter-stop (24), which are moved relative to one another at least during the compensation movement and which define the compensation position by directly or in particular indirectly striking one another, preferably,that the mechanical spring element (20) is arranged between the second position stop (23) and the second position counter-stop (24) and the second position stop (23) and the second position counter-stop (24) strike each other indirectly via the mechanical spring element (20) during the compensating movement. [8] Drive train according to one of the preceding claims, characterized by that the compensation arrangement (17) has a, in particular multi-part, compensation housing (25) and that the return unit (19) and / or the first position stop (21) and / or the first position counter-stop (22) and / or the second position stop (23) and / or the second position counter-stop (24) is or are received by the compensation housing (25), preferably that one of the strand components (13) which are movable relative to one another is partially, in particular movably, received by the compensation housing (25). [9] Drive train for use in a drive arrangement (2) for a flap (3) of a motor vehicle (4) with a body (5), wherein the drive train has a drive (7) via which an opening movement of the flap (3) can be effected from a closed position to an open position, wherein the drive (7) has a drive unit (8) and two drive connections (9) for connecting the drive (7) to the flap side and the body side, wherein the drive train, in particular the drive (7), has a compensating arrangement (17) which enables a change in the length (18) of the drive train, wherein the change in the length (18) of the drive train can be effected by the compensating arrangement (17) in that at least two train components (13) of the drive train are moved relative to one another during a compensating movement from an operating position to a compensating position, characterized bythat the strand components (13) which are movable relative to one another are moved relative to one another during a return movement from the compensation position into the operating position and that the strand components (13) which are movable relative to one another are freely movable relative to one another in such a way that the return movement and / or the compensation movement can take place unhindered. [10] Drive train according to claim 9, characterized by that the drive train has one or more of the features of claims 4, 6 or 7. [11] Drive arrangement for a flap (3) of a motor vehicle (4) with a body (5), wherein the drive arrangement (2) has at least a first drive train (1) and a second drive train (28), wherein the first drive train (1) can be connected to the flap (3) and to the body (5) of the motor vehicle (4) in such a way that the flap (3) can be moved from a closed position into an open position by the first drive train (1), and wherein the second drive train (28) can be arranged opposite the flap (3) in such a way that the flap (3) can be moved from the closed position into a collision position by the second drive train (28), characterized by that the first drive train (1) is designed according to one of claims 1 to 10. [12] Drive arrangement according to claim 11, characterized bythat the compensating movement of the train components (13) of the first drive train (1) which are movable relative to one another is brought about by the second drive train (28), preferably that the first drive train (1), in particular the drive (7) of the first drive train (1), is not actuated during the compensating movement. [13] Flap arrangement of a motor vehicle (4) with a body (5), wherein the flap arrangement (6) has a flap (3), in particular a front hood, and at least one drive arrangement (2) functionally coupled to the flap (3) according to one of claims 11 and 12. [14] Flap arrangement according to claim 13, characterized bythat the pretensioning force with which the strand components (13) which are movable relative to one another are pretensioned into the operating position is set in such a way that in the course of the emergency opening movement of the flap (3) starting from the closed position into the collision position, the compensating movement of the strand components (13) which are movable relative to one another is brought about, preferably that the pretensioning force is set in such a way that in the course of the opening movement of the flap (3) starting from the closed position into the open position and / or in the course of the closing movement of the flap (3) starting from the open position into the closed position, the compensating movement of the strand components (13) which are movable relative to one another does not occur, in particular the strand components (13) which are movable relative to one another remain stationary relative to one another. [15] Method for operating a drive train (1) according to one of claims 1 to 10 and / or a drive arrangement (2) according to one of claims 11 and 12 and / or a flap arrangement (6) according to one of claims 13 and 14, characterized by that in the course of the compensating movement the strand components (13) which are movable relative to one another are moved from the operating position into the compensating position and that in the course of the return movement the strand components (13) which are movable relative to one another are moved from the compensating position towards the operating position.

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