Powertrain

Abstract

Drive train (1) 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) 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 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, characterized in thatthat 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, in the course of a restoring movement, the string components (13) that can be moved relative to each other from the compensating position towards the operating position can be moved relative to each other and that the restoring movement of the string components (13) that can be moved relative to each other takes place with 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 systems for flaps and hatches of motor vehicles. Such drive systems enable the externally operated adjustment of any flap or hatch of a motor vehicle. A flap or hatch is, in particular, a front hood, for example, an engine hood or trunk lid, located at the front of the vehicle. It can also be a tailgate, a cargo floor, or even a door of a motor vehicle. In this context, the term "flap" or hatch is to be interpreted broadly.

[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 first drive train allows the vehicle's hatch to be moved from a closed position to an open position. This opening movement is effected by a drive unit of the first drive train. The drive unit itself comprises a drive unit, which may include a motor, and two drive connections via which the drive unit can be mounted on the vehicle body and the hatch. The known drive arrangement also includes a further, here second, drive train. The second drive train allows the vehicle's hatch to 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 tilted open, thus better protecting any occupants involved in an accident. This is because, for example, the flap is positioned further away from the vehicle components located beneath it and the relatively rigid body, making it more flexible. While the first drive train fulfills a comfort function—namely, the automatic opening of the flap when needed—the second drive train fulfills a safety function, namely a pedestrian protection function.

[0005] To implement the safety function of the drive arrangement effectively, the known first drive train incorporates a compensating arrangement. This compensating arrangement allows for a change in the length of the first drive train by moving at least two components of the first drive train from an operating position to a compensating position relative to each other. This prevents the emergency opening movement initiated by the second drive train from being blocked by the first drive train. In the known first drive train, this change in length occurs, for example, when 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 unintended compensating movements during normal operation, the compensating movement occurs, resulting in a change in length of the first drive train. The holding force includes, in particular, frictional and clamping forces.

[0006] Although the known first drive train has proven highly reliable in the past, particularly when used in the known drive arrangement, it has the disadvantage that the change in length is either not reversible or only reversible manually with the application of comparatively large forces. Such a reversal might be necessary, for example, if the flap needs to be moved from the collision position back to the closed position after an accident, so that, for instance, a garage can be reached after a minor vehicle accident. With the known first drive train, this requires manually moving the flap back to the closed position. This allows the relative movable components of the drive train to be returned to their operating position, whereby the transition inevitably occurs against the frictional and clamping forces from which the holding force results.Accordingly, comparatively large forces are required for resetting.

[0007] The invention is based on the problem of designing and further 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 force.

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

[0009] The fundamental principle is that the compensating arrangement includes a restoring unit by which the change in length of the drive train is at least partially, and in particular completely, reversible. The restoring unit exerts a restoring force on one or both of the drive train components that are movable relative to each other. This restoring force need not be present on the drive train components at all times. For example, the restoring force may only occur during the compensating movement, or it may include a preload force and thus also act in the operating position. The compensating movement occurs, at least in sections, in the opposite direction to the restoring force. The restoring force may increase during the compensating movement. After the compensating movement has taken place, i.e., starting from the compensating position, a restoring movement of the drive train components that are movable relative to each other can occur.The return movement is achieved using the return force of the return unit, meaning the return force provides at least some assistance. For example, the return movement can be initiated by manually or automatically moving the flap from the collision position to the closed position. Since this return movement is achieved using the return force of the return unit, only a comparatively small amount of force is required. It is also conceivable that the return movement is initiated by the return force itself, particularly automatically, such as after an emergency opening action. In this case, the return force is the primary cause of the return movement and does not merely provide assistance.

[0010] Specifically, it is proposed that the compensating arrangement has a restoring unit and that the compensating movement of the string components that can be moved relative to each other takes place against a restoring force of the restoring unit and that, in the course of a restoring movement, the string components that can be moved relative to each other from the compensating position in the direction of the operating position, in particular into the operating position, can be moved relative to each other, and that the restoring movement of the string components that can be moved relative to each other takes place with the restoring force of the restoring unit.

[0011] In an advantageous embodiment according to claim 2, the compensating movement can be effected by an externally introduced force, in particular a tensile force, into the drivetrain. The resulting externally induced change in the length of the drivetrain can improve its operational reliability. 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 the connection of the drivetrain to the body and the flap. This directly causes the change in the length of the drivetrain without requiring any control of the drivetrain's actuator.

[0012] Claim 3 relates to an advantageous embodiment in which the train components movable relative to each other are pre-tensioned into the operating position. This ensures that the train components movable relative to each other are held in the operating position during regular operation of the drive train, i.e., when the flap is opened and closed by the drive train, and in particular that they remain stationary relative to each other.

[0013] Claim 4 advantageously further develops the compensating movement and the restoring movement. Movements with a linear component or exclusively linear movements can be implemented relatively easily from a design and kinematic perspective.

[0014] Claim 5 advantageously further develops the drive train with respect to the return unit. A mechanical spring element is readily available as a reliable standard component with a wide range of preload forces at low cost. A gas pressure element enables a preload force that can be individually adjusted and adapted during the manufacturing of the drive train.

[0015] In the advantageous embodiments according to claim 6, the compensating arrangement is further developed. A comparatively compact drive train is achieved 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 connection arrangement, already known and proven drives can be used in conjunction with the drive.

[0016] Advantageously simple designs for determining the operating position and the compensating position are specified in claim 7. In particular, it can be provided that the mechanical spring element has a dual function and enables both indirect engagement in the compensating position and return to the operating position.

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

[0018] According to a further teaching as claimed in 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 comprises a drive unit by which an opening movement of the flap from a closed position to an open position can be effected, wherein the drive unit comprises a drive unit and two drive connections for connecting the drive unit to the flap and body sides. The drive train, in particular the drive unit, further comprises 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 by moving at least two components of the drive train from an operating position to a compensating position relative to each other during a compensating movement.

[0019] It is essential that the string components which can move relative to each other are moved relative to each other during a return movement from the compensating position to the operating position, and that the string components which can move relative to each other are so freely movable relative to each other that the return movement and / or the compensating movement can take place unhindered.

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

[0021] According to a further teaching as claimed in claim 11, which has independent significance, a drive arrangement for a flap of a motor vehicle is claimed. The drive arrangement comprises 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 such that the flap can be moved from a closed position to an open position by means of the first drive train. The second drive train can be arranged relative to the flap such that the flap can be moved from the closed position to a collision position by means of the second drive train.

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

[0023] Reference may be made to all explanations concerning 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 and 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 requiring any control of 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 comprises a flap, in particular a front hood, and at least one proposed drive arrangement functionally connected with the flap.

[0026] Reference may be made to all descriptions of 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 in normal operation.

[0028] According to a further teaching as per 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, during the compensating movement, the string components that can be moved relative to each other are moved from the operating position to the compensating position, in particular relative to each other, and that, during the restoring movement, the string components that can be moved relative to each other are moved from the compensating position to the operating position, in particular relative to each other.

[0030] Reference may be made to all descriptions of 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] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows 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 a schematic representation of the drive train according to Fig. 1 with the motor vehicle in a side view, wherein 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 cutaway view, wherein the train components movable relative to each other are in a) operating position and in b) compensating position and Fig. 4 a second embodiment of the proposed drive train in a side view, partially cut away, wherein the train components which can be moved relative to each other are in a) operating position and in b) compensating position.

[0032] In the Fig. 1, Fig. 2a) and Fig. Figure 2b) shows a schematic representation of a proposed drive train 1. The drive train 1 is, preferably, associated with a drive assembly 2 for a flap 3 of a motor vehicle 4 with a body 5. The flap 3 is, preferably, a front hood of the motor vehicle 4. However, the term "flap" 3 is not limited to this, but, as already described above, also includes, for example, a tailgate or a vehicle door of any motor vehicle 4. The drive assembly 2 is associated with a flap assembly 6, which comprises the flap 3. The flap assembly 6 is, in turn, associated with 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. The drive 7 can effect an opening movement of the flap 3, in which the flap 3 starts from a closed position ( Fig. 1) towards disclosure, in particular up to disclosure ( Fig. 2a)), is moved. The closed position of the flap 3 corresponds to the main closed position, in which the flap 3 completely closes the body 5. A vehicle lock of the vehicle 4, which is not shown in the figure but indicated, can secure the flap 3 in the main closed position, with the vehicle lock being in a main detent 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 to effect a closing movement of the flap 3 from the open position towards the closed position, in particular until it reaches the closed position, via the drive 7. Alternatively or additionally, it is possible for the closing movement to be carried out manually by a user.

[0036] 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. The drive unit 8 can be configured as shown schematically in Fig. 3a) indicated, comprising a motor 10, in particular an electric motor, and / or a feed gear 11, in particular comprising a spindle, and / or a drive unit housing 12. The drive 7 can be connected directly or indirectly to the body 5 and to the flap 3 on one side each via the drive connections 9 ( 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) For example, the drive unit 8 can represent a string component 13 and the drive connections 9 can each represent a string component 13. The drive string 1 can also have further string components 13, such as a connection arrangement 14 ( Fig. 4a), Fig. 4b)), or similar, each further string 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 string component 13 and / or that parts of the connection arrangement 14, such as a connection base 15 and / or a connecting element 16, each represent a string component 13.

[0038] Regarding the in the Fig. 1, Fig. 2a) and Fig. 2b) The drive arrangement 2 shown is designed to fulfill, in addition to the convenience function of automatically opening the flap 3 on demand via the drive train 1, a safety function, namely a pedestrian protection function. For this purpose, it is provided that the flap 3 opens from the closed position during an emergency opening movement ( Fig. 1) into a collision position ( Fig. 2b)) is movable. The collision position, which is in Fig. The position shown in 2b) differs from the open position of flap 3. In the collision position, flap 3 of the motor vehicle 4 can be inclined forwards relative to the motor vehicle 4. This helps to protect the occupants of the motor vehicle 4 and, in particular, other parties involved in the accident.

[0039] In particular, to ensure that the drive train 1 is also suitable for use in such a drive arrangement 2 and that, in the event of an accident, the emergency opening movement is not obstructed by the drive train 1, which is connected here and preferably to both the flap 3 and the body 5, the drive train 1 has a compensating arrangement 17. The compensating arrangement 17 allows for a change in length 18 of the drive train 1, as can be seen, for example, from the combined view of the Fig. 1 and Fig. 2b) as shown. The change in length 18 can in particular be an extension of the drive train 1 and preferably ranges from a few millimeters to several centimeters. Preferably, the change in length 18 is between 2 mm and 45 mm, more 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 compensating arrangement 17 can be effected by at least two of the train components 13 moving from an operating position during a compensating movement ( Fig. 3a) and Fig. 4a)) into a compensatory position ( Fig. 3b) and Fig. 4b)) relative to each other. The operating position corresponds to the position in which the two string components 13 are located relative to each other, for example, during the regular operation of the drive train 1, such as when used in the drive arrangement 2 to open the flap 3. Thus, the opening movement of the flap 3 can be effected via the drive 7 when the string components 13, which are movable relative to each other, are in the operating position. The compensation position corresponds to the position in which the two string components 13 are located relative to each other, 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 required, basically enables the use of the drive train 1 in the drive arrangement 2, whereby in particular the safety function of the drive arrangement 2 is not restricted by this or can be implemented by this.In order to be able to reverse the change in length 18, for example to move the flap 3 from the collision position back to the closed position after an emergency opening movement, it is essential for the proposed drive train 1 that the compensating arrangement 17 has a return unit 19 and that the compensating movement of the train components 13 that can be moved relative to each other takes place against a return force of the return unit 19 and that, in the course of a return movement, the train components 13 that can be moved relative to each other from the compensating position in the direction of the operating position, in particular into the operating position, are movable relative to each other, and that the return movement of the train components 13 that can be moved relative to each other takes place with the return force of the return unit 19.

[0042] The return unit 19 allows the change in length 18 to be reversed, at least partially, and in particular completely, with comparatively little force. When using the drive train 1 in the drive arrangement 2, the flap 3 can thus be moved out of the collision position ( Fig. 2b)) back to the closed position ( Fig. 1) move. While the overall length of the drive train 1 increases during the compensating movement, the overall length of the drive train 1 decreases accordingly during the restoring movement, as can be seen from a combined view of the Fig. 3a) and Fig. 3b) as well as the Fig. 4a) and Fig. 4b).

[0043] The restoring unit 19 exerts the restoring force on one or both of the strand components 13 that are movable relative to each other. 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 equalizing position ( Fig. 3b) and Fig. 4b)), the return movement of the string components 13, which are movable relative to each other, is carried out with the return force. The reason for the return movement can be, for example, that the flap 3 is manually or automatically moved out of 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 an emergency opening movement of flap 3, in particular starting from the collision position of flap 3.

[0044] To enable the change in length 18 of the drive train 1 to 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 relative movable train components 13, 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. When the restoring force is exceeded by the force, in particular the tensile force, the compensating movement of the relative movable train components 13 is caused. As soon as the force, in particular the tensile force, exceeds the restoring force, the compensating movement takes place.

[0045] The force acting on the relative movable components 13 of the drive train, in particular the tensile force, is an external force, i.e., independent of the drive train 1, and 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, for example, from the overall view of the Fig. 1 and Fig. 2b) emerges.

[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 relative movable string components 13. As soon as the restoring force exceeds the force, in particular tensile force, the restoring movement occurs. This can happen, for example, after an emergency opening movement. Here, and preferably, the restoring movement is opposite to the compensating movement, as can be seen from a combined view of the Fig. 3a) and Fig. 3b) or Fig. 4a) and Fig. 4b).

[0047] During the compensating movement and / or during the restoring movement, the drive 7 of the drive train 1 is preferably unactuated. The compensating movement and / or the restoring force can therefore only be caused by the force acting on the relative movable train components 13 and introduced into the drive train 1 from the outside, in particular tensile force.

[0048] Regarding the relative position of the movable components 13 in the operating position, it is preferably provided that the movable components 13 are pre-tensioned into the operating position with a pre-tensioning force. This prevents unintentional compensatory movement during the 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 movable components 13 can preferably remain stationary relative to each other when the drive 7 is actuated.

[0049] The preload force can essentially act along the main axis of the drive 7 ( Fig. 3a)). In this context, the “principal axis” of a component or body can be the geometric axis of rotation or symmetry and / or the geometric longitudinal center axis, i.e., the axis extending in the direction of its greatest extent through the center. Alternatively, the preload force can act essentially along the principal axis of the connection arrangement 14 ( Fig. 4a)). The preload force can be a compressive force, as here, or a tensile force. Particularly preferably, the return unit 19 preloads the string components 13, which are movable relative to each other, into the operating position, as in the embodiments according to the Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b) is the case. In this case, the restoring force includes the preload force. Alternatively, the drive train 1, in particular the compensating arrangement 17, may have an additional preload element, such as a preload spring.

[0050] Regardless of whether a preload is provided for the strand components 13 or not, it is possible that the compensating movement of the strand components 13, which are movable relative to each other, has a linear motion component or, as in the embodiments according to the Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b) the case where there is an exclusively linear compensating movement. The compensating movement can, in particular, occur 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)) will take place.

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

[0052] The above-described configurations relating to the compensating and restoring movements can be implemented particularly preferably by designing the drive 7 as a linear drive ( Fig. 3a), Fig. 3b) and 4a), 4b)). The linear drive is extendable along its main axis, for example to open and optionally to close flap 3 ( Fig. 2a)) and retractable ( Fig. 1) The linear drive can be a gas spring or, in particular, a spindle drive. The string components 13, which are movable relative to each other, are moved during the compensating movement and / or during the return movement approximately in the direction of the main axis, in particular essentially 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 occurs at least partially due to the restoring force of the return unit 19. The return unit 19 preferably has a mechanical spring element 20. The mechanical spring element 20 can be, for example, as in the embodiments of the Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b) the case, 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, a further preload element, such as a preload spring, is not required.

[0054] Alternatively or additionally to the mechanical spring element 20, the return unit 19 has a gas pressure element, such as a pressure chamber with 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 return unit 19 is assigned to the compensating arrangement 17. The compensating arrangement 17 is essential for the drive train 1, as it enables the change in length 18. However, the arrangement of the compensating arrangement 17 within the drive train 1 is possible in various ways, and ultimately, the compensating arrangement 17 can be positioned almost arbitrarily in the functional chain of the drive train 1.

[0056] According to a particularly preferred embodiment in this respect, the compensating arrangement 17 is designed as part of the drive 7, as in the exemplary embodiment of the Fig. 3a), Fig. 3b) is the case. Here, and preferably, the compensating movement takes place between the drive unit 8 and one of the drive connections 9. Accordingly, the compensating arrangement 17 is arranged in the direction of action 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 move relative to each other.

[0057] As 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 component 13 of the drive train 1. If the compensating arrangement 17 is designed as part of the drive 7, it is preferably also conceivable that parts of the drive unit 8 represent at least two components 13 of the drive train 1 and that the compensating movement takes place between these two components 13. The two corresponding components 13 are thus movable relative to each other. For example, it is possible that the drive unit 8 comprises the motor 10 and the feed gear 11, each representing a component 13, and that the compensating movement takes place between the motor 10 and the feed gear 11.

[0058] In general, the drive train 1 can have a connection 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 to one of the drive connections 9, in particular in a rotatable manner. Here, and preferably, the connection arrangement 14 comprises a connecting element 16 and a connecting base 15. The connecting element 16 can be, as in the exemplary embodiment of the Fig. 3a), Fig. 3b), rigidly connected to the connection base 15. Alternatively, the connecting element 16 can be, as in the embodiment of the Fig. 4a), Fig. 4b), movably connected to the connection base 15. Preferably, the connecting element 16 has a ball head and the drive connection 9 has a ball socket, the ball head and the ball socket being connected in such a way as to form a ball joint.

[0059] Against this background and with regard to the arrangement of the compensating arrangement 17, a further preferred embodiment provides that the compensating arrangement 17 is designed as part of the connecting arrangement 14, as in the exemplary embodiment of the Fig. 4a), Fig. 4b) is provided. The connection arrangement 14 comprises, here and preferably, the connection 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 exemplary embodiment of the Fig. 4a), Fig. 4b) and preferably, the compensating movement takes place between the connection base 15 and the connecting element 16. In general, the connection base 15 and the connecting element 16 can each represent a strand component 13, as shown here.

[0060] Regarding the further design of the drive train 1, in particular the compensating arrangement 17, it is preferably provided that the drive train 1, in particular the compensating 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 indirectly or, in particular, directly contacting each other. This can be seen, 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 shown 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 exemplary 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 end face of the drive unit 8. In the exemplary 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 on one side.

[0062] Alternatively, or in particular additionally, it is possible that the drive train 1, especially the compensating arrangement 17, has 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 compensating movement, and determine the compensating position by directly or, in particular, indirectly striking each other. This is evident from the Fig. 3b) and Fig. 4b). In direct striking, the second position stop 23 and the second position counter-stop 24 meet directly; in indirect striking, the second position stop 23 and the second position counter-stop 24 meet via another element, such as the mechanical spring element 20 shown here.

[0063] In the exemplary embodiment of the Fig. 3a), Fig. 3b) and preferably, the second position stop 23 is arranged on the drive unit 8. The second counter-position 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 exemplary embodiment of the Fig. 4a), Fig. 4b) and preferably, the second position stop 23 is arranged on the connecting element 16. The second position counter-stop 24 is, here and preferably, arranged on the connecting base 15. The second position stop 23 can, here and preferably, limit the connecting element 16 on 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 indirectly abut each other via the mechanical spring element 20 during the compensating movement. The compensating movement ends after this abutment. As can be seen, for example, from the Fig. 3b) and Fig. As can be seen from 4b), it is preferably provided that the mechanical spring element 20 is in the compensating position and is driven to the block.

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

[0066] The compensating housing 25 may 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 may be protected from environmental influences by the compensating housing 25.

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

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

[0069] The proposed drive train 1 can also be used as drive train 1 in other drive arrangements 2, such as a drive arrangement 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 such that the flap 3 is opened by the first drive train 1 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 relative to the flap 3 such that the flap 3 is moved by the second drive train 28 from the closed position ( Fig. 1) into a collision position ( Fig. 2b)), in particular during an emergency opening movement, is movable.

[0071] In the proposed drive train 1, it is essential that the first drive train 1 is designed as the proposed drive train 1. The first drive train 1 can 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 concerning the proposed drive train 1.

[0073] The second drive train 28 can include a second drive 7. The second drive 7 can initiate the emergency opening movement. During the emergency opening movement, the flap 3 is moved from the closed position to the collision position. The second drive 7 can be designed as a linear drive and / or include a pyrotechnic actuator and / or a pre-tensioned 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 as high, preferably at least three times as high. This allows the convenience function and the safety function to be implemented effectively, for example, by using a durable drive 7 as the drive 7 of the first drive train 1 and a fast-acting drive 7 as the second drive 7.

[0074] It is provided here, and preferably, that the compensating movement of the relative movable 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 unactuated. As can be seen, for example, from the overall view of the Fig. 1 and Fig. 2b) shows that during the emergency opening movement, the flap 3 is opened from the closed position by the second drive train 28, in particular by the second drive 7 ( Fig. 1) into the collision position ( Fig. 2b)) is moved. The first drive train 1 is, in particular, unactuated. Due 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 and causes the compensating movement of the relative movable components 13 of the first drive train 1. 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 an emergency opening movement, the flap 3 is moved, in particular manually or automatically, from the collision position to the closed position, with the return movement of the relative movable components 13 of the first drive train 1 being effected by the return force of the return unit 19. It is also possible that, after an emergency opening movement, the flap 3 is moved from the collision position at least in the direction of the closed position by the return movement of the relative movable components 13 of the first drive train 1 being 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 shown from Fig. 1, Fig. 2a), Fig.2b) is shown by way of example. It is therefore proposed that a flap arrangement 6 of a motor vehicle 4 with a body 5 with a flap 3, in particular a front hood, and at least one proposed drive arrangement 2 functionally connected with the flap 3 is proposed.

[0077] Reference may be made to all details 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 preload force with which the relative movable strand components 13 are preloaded into the operating position is set such that, during the emergency opening movement of the flap 3 from the closed position to the collision position, the compensating movement of the relative movable strand components 13 is effected. It is further preferably provided that the preload force is set such that, during the opening movement of the flap 3 from the closed position to the open position and / or during the closing movement of the flap 3 from the open position to the closed position, the compensating movement of the relative movable strand components 13 does not occur, in particular that the relative movable strand components 13 remain stationary relative to each other.The preload force is therefore specifically set such that the compensating movement of the relative movable 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 be carried out automatically by the first drive train 1, especially 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 string components 13 that can be moved relative to each other are moved from the operating position to the compensating position, in particular relative to each other, and that, in the course of the restoring movement, the string components 13 that can be moved relative to each other are moved from the compensating position in the direction of the operating position, in particular into the operating position, in particular relative to each other.

[0081] Reference may be made to all descriptions of the proposed drive train 1, the proposed drive arrangement 2 and the proposed flap arrangement 6.

[0082] Furthermore, according to a further teaching, which is not shown separately here and has independent significance, a drive train 1 for use in a drive arrangement 2 for a flap 3 of a motor vehicle 4 with a body 5 is proposed, 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 string components 13 of the drive train 1 from an operating position to a compensating position relative to each other during a compensating movement.

[0083] It is essential that the string components 13, which are movable relative to each other, are moved relative to each other from the compensating position to the operating position during a return movement, and that the string components 13, which are movable relative to each other, are free to move relative to each other in such a way that the return movement and / or the compensating movement can occur unhindered. In particular, the string components 13 can be free to move relative to each other without being jammed and / or jammed and / or without being prestressed and / or without being prestressed.

[0084] In this context, "freely movable" means that the relative movement of the string components 14 to each other during the entire return and / or equalization movement must not occur against any holding or clamping forces that would have to be overcome, for example, in the case of wedging, nor against any tension forces that would have to be overcome, for example, in the case of movement against a compression or tension spring. Thus, after overcoming the usual frictional forces, the relative movement is unimpeded, i.e., possible without overcoming any obstacle.

[0085] The proposed drive train 1 according to the further teaching corresponds to the drive train 1 shown in the figures, omitting the depicted return unit 19 and / or the spring element 20. However, the drive train 1 according to the further teaching may have one or more of the features of the proposed drive train 1 according to the first teaching, with the exception of the features relating to the return unit 19. The proposed drive train 1 according to the further teaching thus 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 return unit, and especially without a spring element.

[0086] With regard to the proposed drive arrangement 2, it is 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 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 conceivable that the method is carried out with the drive train 1 according to the further teaching and that, during the compensating movement, the relative movable train components 13 are moved from the operating position to the compensating position and that, during the restoring movement, the relative movable train components 13 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.

[0087] Reference may therefore be made to all descriptions of the proposed drive train 1 according to the first teaching, the proposed drive arrangement 2, the proposed flap arrangement 6 and the proposed method.

[0088] In the proposed drive train 1 according to the further teaching, it is preferably provided that the compensating movement of the relative 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 restoring movement of the relative movable train components 13 has a linear movement component or is an exclusively linear restoring 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 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 string components 13 which can be moved relative to each other are moved relative to each other in the course of the compensating movement and / or the return movement, essentially in the direction of the main axis.

[0089] It is also conceivable 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. Alternatively, it is also conceivable that parts of the drive unit 8 represent at least two string components 13 of the drive train 1 and that the compensating movement takes place between these two string components 13. Additionally, without further ado, it is provided here that the drive train 1 has a connection 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 connection arrangement 14.Preferably the connection arrangement 14 has a connection 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 connection base 15 and the connecting element 16.

[0090] Preferably, the drive train 1, according to the further teaching, in particular the compensating arrangement 17, has a first position stop 21 and a first position counter-stop 22, which are moved relative to each other at least during the return movement and which define the operating position by indirect or, in particular, direct contact with each other. Additionally or alternatively, it can be provided that the drive train 1, in particular the compensating arrangement 17, has a second position stop 23 and a second position counter-stop 24, which are moved relative to each other at least during the compensating movement and which define the compensating position by direct or, in particular, indirect contact with each other.

[0091] The compensating arrangement 17 can in particular be designed without a spring, i.e. it may not have a compression and / or tension spring.

Claims

[1] Drive train (1) 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) 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 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, characterized by, 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 in the course of a restoring movement the string components (13) that can be moved relative to each other from the compensating position in the direction of the operating position can be moved relative to each other and that the restoring movement of the string components (13) that can be moved relative to each other takes place with the restoring force of the restoring unit (19). [2] Powertrain (1) according to claim 1, characterized by , that a force, in particular a tensile force, acting on the relative movable string components (13), can be introduced into the drive train (1) from the outside and that the force causes the compensating movement of the relative movable string components (13) when the restoring force is exceeded, preferably, that, when the restoring force is exceeded, the restoring movement of the strand components (13) that are movable relative to each other is at least partially effected by the restoring force, further preferably, that the drive (7) is unactuated during the balancing movement and / or during the return movement. [3] Powertrain (1) according to claim 1 or 2, characterized by , that the strand components (13) which are movable relative to each other are pre-tensioned into the operating position with a pre-tensioning force, preferably that the restoring unit (19) pre-tensions the strand components (13) which are movable relative to each other into the operating position and that the restoring force includes the pre-tensioning force. [4] Powertrain (1) according to any one of the preceding claims, characterized by, that the compensating movement of the strand components (13) movable relative to each other has a linear movement component or is an exclusively linear compensating movement, and / or, that the restoring movement of the strand components (13) movable relative to each other 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 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) movable relative to each other are moved essentially in the direction of the main axis during the compensating movement and / or the restoring movement. [5] Powertrain (1) according to any one of the preceding claims, characterized by, that the return unit (19) has a mechanical spring element (20), in particular a compression spring, and that the mechanical spring element (20) causes the return force, and / or, that the return unit (19) has a gas pressure element, in particular a pressure chamber with compressible gas, and that the gas pressure element causes the return force. [6] Powertrain (1) according to any 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 string components (13) of the drive string (1) and that the compensating movement takes place between these two string 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 compensating arrangement (17) is designed as part of the connecting arrangement (14) and, preferably, that the connection arrangement (14) has a connection base (15) which can be arranged, in particular rigidly, on the body (5) or the flap (3) and a connection element (16) which can be arranged on one of the drive connections (9) and that the compensating movement takes place between the connection base (15) and the connection element (16). [7] Powertrain (1) according to any one of the preceding claims, characterized by, that the drive train (1), in particular the compensating arrangement (17), has a first position stop (21) and a first position counter-stop (22), which are moved relative to each other at least during the return movement and which define the operating position by indirect or, in particular, direct contact with each other, and / or, that the drive train (1), in particular the compensating arrangement (17), has a second position stop (23) and a second position counter-stop (24), which are moved relative to each other at least during the compensating movement and which define the compensating position by direct or, in particular, indirect contact with each other, 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) indirectly strike each other via the mechanical spring element (20) during the compensating movement. [8] Powertrain (1) according to any one of the preceding claims, characterized by , that the compensating arrangement (17) has a compensating housing (25), in particular a multi-part one, 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 compensating housing (25), preferably, that one of the string components (13) that can move relative to each other is partially, in particular movable, received by the compensating housing (25). [9] Drive train (1) for use in a drive arrangement (2) for a flap (3) of a motor vehicle (4) with a body (5), wherein the drive train comprises 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) comprises 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), comprises a compensating arrangement (17) which enables a change in length (18) of the drive train, wherein the change in length (18) of the drive train can be effected by the compensating arrangement (17) by moving at least two train components (13) of the drive train relative to each other from an operating position to a compensating position in the course of a compensating movement, characterized by , that the string components (13) that can be moved relative to each other are moved relative to each other during a return movement from the compensating position to the operating position and that the string components (13) that can be moved relative to each other are free to move relative to each other in such a way that the return movement and / or the compensating movement can take place unhindered. [10] Drive train (1) 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 (2) for a flap (3) of a motor vehicle (4) with a body (5), wherein the drive arrangement (2) comprises 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 to an open position by means of the first drive train (1), and wherein the second drive train (28) can be arranged relative to the flap (3) in such a way that the flap (3) can be moved from a closed position to a collision position by means of 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 (2) according to claim 11, characterized by, that the compensating movement of the relative movable string components (13) of the first drive string (1) is effected by the second drive string (28), preferably that during the compensating movement the first drive string (1), in particular the drive (7) of the first drive string (1), is unactuated. [13] Flap arrangement (6) of a motor vehicle (4) with a body (5), wherein the flap arrangement (6) comprises 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] Valve arrangement (6) according to claim 13, characterized by, that the preload force with which the relative movable string components (13) are preloaded into the operating position is determined such that, in the course of the emergency opening movement of the flap (3) from the closed position to the collision position, the compensating movement of the relative movable string components (13) is effected, preferably that the preload force is determined such that, in the course of the opening movement of the flap (3) from the closed position to the open position and / or in the course of the closing movement of the flap (3) from the open position to the closed position, the compensating movement of the relative movable string components (13) does not occur, in particular that the relative movable string components (13) remain unmoved relative to each other. [15] Method for operating a drive train (1) according to any one of claims 1 to 10 and / or a drive arrangement (2) according to any one of claims 11 and 12 and / or a flap arrangement (6) according to any one of claims 13 and 14, characterized by , that in the course of the compensating movement the string components (13) that can be moved relative to each other are moved from the operating position to the compensating position and that during the return movement the string components (13) that can be moved relative to each other are moved from the equalization position towards the operating position.

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