Coupling arrangement for a drive train

Abstract

The invention relates to a coupling arrangement for a drive train (2) for connecting a drive (3) to a flap (6) or body (4) of a motor vehicle (5), wherein the coupling arrangement (1) has a first coupling element (7) for connection to the drive (3) and a second coupling element (8) for connection to the flap (6) or body (4) and can be brought into a coupled and a decoupled state, wherein the coupling elements (7, 8) are decoupled from one another in the decoupled state and can be moved relative to one another in the course of a compensating movement and are coupled to one another in the coupled state, wherein the coupling arrangement (1) has a locking arrangement (11) with a locking element (12), wherein the coupling elements (7, 8) are coupled to one another in the coupled state of the coupling arrangement (1) by the locking element (12) in such a way that the compensating movement is prevented, and wherein the coupling elements (7,8) are released by the locking element (12) in the uncoupled state of the coupling arrangement (1). It is proposed that the locking arrangement (11) have a locking element actuation (13) and that the locking element (12) is reversibly moved during an unlocking movement effected by the locking element actuation (13) such that the coupling arrangement (1) is moved from the coupled state to the uncoupled state, subsequently enabling the compensating movement.

Description

[0001] The present invention relates to a coupling arrangement for a drive train for connecting a drive of the drive train to a flap or a body of a motor vehicle according to the preamble of claim 1 and to a drive train for automatically moving a flap of a motor vehicle according to claim 10 and to a flap arrangement according to claim 11.

[0002] Today's motor vehicles often have drive trains that allow a hatch to be moved automatically. For example, it is possible for a tailgate or bonnet of a motor vehicle to be opened and / or closed automatically via a drive train for convenience. Such drive trains have a drive that can effect the corresponding movement of the hatch. The drive, for example a spindle drive, is connected both to the body of the motor vehicle and to the hatch to be moved. Although the drive can be connected to the body and the hatch in different ways, it has proven effective to connect the drive to the body or the hatch via a coupling arrangement.

[0003] The coupling arrangement in question enables, if necessary, a relative movement between the drive and the body or the flap, through which the flap can be moved relative to the body even without actuating the drive or against any system friction of the drive. This may be necessary, for example, to implement certain functions, such as pedestrian protection. For example, it is possible for the closed flap to be moved into a collision position during a collision between the motor vehicle and a pedestrian in order to protect the pedestrian in the event of a collision. For this purpose, the flap is tilted shortly before or during the collision between the motor vehicle and the pedestrian, which cushions the impact of the pedestrian on the flap, at least to a certain extent.Since this movement of the flap is not effected by the drive train itself, it is important to avoid the drive connected to both the flap and the bodywork hindering this movement of the flap in the event of a collision.

[0004] The known prior art (DE 10 2018 125 800 A1), from which the invention is based, relates to a coupling arrangement that is assigned to a drive train with a drive, via which a front hood of a motor vehicle can be automatically opened or closed. The coupling arrangement has a first coupling element, which is connected to the drive, and a second coupling element, which is connected to the flap. To implement the pedestrian protection function described above, and in particular to enable movement of the flap relative to the body even without actuating the drive or against possible system friction of the drive, the coupling arrangement can be brought into a coupled state and a decoupled state. In the coupled state, the first coupling element and the second coupling element are coupled to one another, but in the decoupled state, they are decoupled from one another.The decoupled coupling elements can be moved relative to one another during a compensating movement, resulting in a corresponding relative movement between the drive (connected to the first coupling element) and the flap (connected to the second coupling element), allowing the flap to ultimately be moved into the collision position. However, this is prevented with the coupled coupling elements, reliably preventing an unintentional compensating movement, for example during normal operation of the motor vehicle during automatic opening and closing of the flap via the drive train. For coupling and, if necessary, uncoupling, the known coupling arrangement in some embodiments has a locking arrangement with at least one movably mounted locking element. In the coupled state, for example during normal operation, the coupling elements are coupled to one another by the locking element.In this state, a compensating movement is therefore not possible. In the decoupled state, for example in the event of a collision, the coupling elements are released by the locking element, allowing the compensating movement to occur accordingly.

[0005] Although the known coupling arrangement has generally proven itself for drive trains for the automatic movement of flaps and enables the implementation of certain functions, such as pedestrian protection, it nevertheless presents certain challenges that require further optimization. For example, the known coupling arrangement provides that the coupling elements can only be decoupled from one another by applying a certain pushing or pulling force. As soon as the required pushing or pulling force is applied, the compensating movement between the coupling elements can occur, whereby the locking element moves during the compensating movement and the coupling arrangement is brought into the decoupled state. The compensating movement itself causes the movement of the locking element.If the required pushing or pulling force cannot be applied, the locking element cannot be moved, the state of the coupling assembly cannot be adjusted, and, as a result, the corresponding function cannot be activated or easily implemented. Especially for functions that are only activated infrequently, such as pedestrian protection, regular maintenance of the coupling assembly is necessary to ensure operational safety and to counteract any signs of aging that could result in increased pushing or pulling forces in a timely manner.The implementation of other functions where the decoupling is to be effected by a manual force, such as an emergency opening function or an anti-pinch function, may not be possible from the outset by using the coupling arrangement, so that the applicability of the coupling arrangement is limited overall.

[0006] Against this background, the invention is based on the problem of designing and developing the known coupling arrangement in such a way that further optimization is achieved with regard to the aforementioned challenge and, in particular, that a coupling arrangement is created which is characterized by high operational reliability and versatile applicability.

[0007] The above problem is solved by the features of the characterising part of claim 1.

[0008] The essential basic consideration is that the coupling arrangement has a locking element actuation, via which the locking element can be moved, in particular in a targeted manner, so that the coupling arrangement can be adjusted, in particular in a targeted manner, from the coupled state to the uncoupled state. The compensating movement is only possible once the coupling arrangement is in the uncoupled state. The locking element actuation acts on the locking element and, when actuated, causes an unlocking movement of the locking element. The locking element actuation can be actuated, in particular, independently of any movement of the coupling elements. During the unlocking movement, the locking element is moved in such a way that the coupling arrangement is brought from the coupled state to the uncoupled state. The actuation of the locking element actuation and, in particular, the unlocking movement of the locking element is / are reversible and takes place orare therefore non-destructive and can therefore be carried out repeatedly, for example without any repairs or maintenance being necessary.

[0009] While the prior art provides that the compensating movement itself brings the coupling arrangement into the uncoupled state (for which corresponding pushing or pulling forces must be applied), the proposed coupling arrangement makes it possible for the locking element to be moved by actuating the locking element, thereby bringing the coupling arrangement into the uncoupled state. Subsequently, the compensating movement between the coupling elements can take place at any time without the need to apply large pushing or pulling forces to adjust the coupling arrangement. In this respect, the decoupling movement is particularly independent of the compensating movement. In addition to the resulting increased operational reliability, the coupling arrangement can also be used in a far more versatile manner.The possibility of specifically adjusting the coupling arrangement to the uncoupled state by causing the unlocking movement of the locking element via the locking element actuation can make it possible to implement further functions by means of the coupling arrangement, such as an emergency opening function and / or an anti-pinch function.

[0010] In particular, it is proposed that the locking arrangement has a locking element actuation and that the locking element is moved reversibly in the course of an unlocking movement brought about by the locking element actuation in such a way that the coupling arrangement is brought from the coupled state into the uncoupled state and subsequently, i.e. in particular following this change of state, the compensating movement is made possible.

[0011] A preferred embodiment according to claim 2 provides that the locking element and / or the locking element actuation is / are pivotably mounted. This further increases the operational reliability of the coupling arrangement, since pivoting movements are less susceptible to possible tilting or jamming during movements.

[0012] According to claim 3, the coupling elements can be positively coupled to one another, in particular by means of the locking element. This also increases operational reliability by preventing or at least making it more difficult to unintentionally uncoupling, which can easily occur with a purely frictional coupling, for example.

[0013] Claim 4 specifies the movement of the locking element into different positions. According to an advantageous embodiment, a preloading element is provided that preloads the locking element into one of the positions. This makes it relatively easy to determine whether the coupling elements are coupled or decoupled from each other in the non-actuated state of the locking element actuation.

[0014] According to a further preferred embodiment according to claim 5, the locking element and the locking element actuation are connected to one another and, in particular, are formed as a single piece. This allows the number of components of the coupling arrangement to be reduced. The locking element and the locking element actuation can be formed as plastic or sheet metal parts, which is particularly cost-effective and equally functional.

[0015] To improve the coupling of the coupling elements via the locking arrangement, it is conceivable according to claim 6 for the locking element to have a plurality of locking components. A simplified construction can be achieved by designing the locking element as a sheet metal part and the locking element components each as sheet metal part sections.

[0016] Claim 7 relates to an advantageous embodiment in which the second coupling element can be mounted particularly easily on the flap or the body. In particular, by providing a hooking section, the arrangement of the second coupling element and, consequently, the assembly of the coupling arrangement as a whole can be simplified.

[0017] Claim 8 relates to an advantageous embodiment in which the coupling of the coupling elements is particularly easy. In particular, a receiving guide can enable a guided joining of the coupling elements, for example, into a lockable position, prior to the actual coupling by the locking arrangement.

[0018] A further preferred embodiment according to claim 9 provides a locking mechanism. The locking mechanism allows the locking arrangement to be locked and the coupling arrangement to remain in the uncoupled state. This allows certain functions, such as an emergency opening function, to be improved.

[0019] According to a further teaching according to claim 10, which has independent significance, a drive train for moving a flap of a motor vehicle, in particular into a closed position and / or an open position, is claimed. The drive train comprises a drive, in particular a spindle drive, and a coupling arrangement according to the proposed method.

[0020] Reference may be made to all statements relating to the proposed coupling arrangement.

[0021] According to a further teaching according to claim 11, which also has independent significance, a flap assembly is claimed. The flap assembly or the motor vehicle equipped with it comprises a body, a flap, and a proposed drive train with a proposed coupling arrangement. The flap can be moved automatically via the drive train, preferably into a closed position and / or an open position.

[0022] Reference may be made to all statements relating to the proposed coupling arrangement and the proposed drive train.

[0023] Claims 12 and 13 preferably relate to embodiments with an emergency opening arrangement, which ultimately enables an emergency opening function. The emergency opening arrangement can be used to initiate the unlocking movement, allowing the flap to be subsequently opened without having to actuate the drive or without having to open against any system friction of the drive. For particularly reliable operation, it is provided that any vehicle lock is also actuated by actuating the emergency opening arrangement, thus eliminating the need for a separate unlocking movement of the vehicle lock.

[0024] Claims 14 and 15 preferably relate to embodiments with an anti-pinch arrangement, by means of which an anti-pinch function can be implemented. If, for example, during a particularly automatic closing movement of the lid via the drive train or the drive, a user or a part of the user's body is at risk of becoming trapped between the body and the lid, the anti-pinch arrangement can prevent or at least minimize injuries by decoupling the coupling elements from one another, performing the compensating movement, and interrupting the closing movement of the lid, particularly even when the drive is still actuated. As a result, pinching can be prevented or at least minimized.

[0025] Claims 16 and 17 preferably relate to embodiments with a pedestrian protection arrangement, by means of which a pedestrian protection function can be implemented. The pedestrian protection arrangement allows the flap to be moved into a collision position during an emergency opening movement in the event of a collision, so that in the event of a collision with a pedestrian, injuries to the pedestrian can be prevented or at least minimized.

[0026] In the following, the invention is explained in more detail with reference to a drawing which merely illustrates exemplary embodiments. In the drawing, Fig. 1 a motor vehicle with a proposed flap arrangement, which is provided with a proposed drive train which comprises a proposed coupling arrangement, wherein a flap of the motor vehicle is adjusted in a) the closed position and in b) the open position, Fig. 2 a first embodiment of the coupling arrangement according to Fig. 1, wherein the coupling arrangement is in a) in the coupled state and in b) in the uncoupled state, Fig. 3 a second embodiment of the coupling arrangement, wherein in a) it is in the coupled state and in b) in the uncoupled state, Fig. 4 a third embodiment of the coupling arrangement, wherein in a) it is in the coupled state and in b) in the uncoupled state, Fig. 5 the flap arrangement according to Fig. 1 with an emergency opening arrangement, Fig. 6 the flap arrangement according to Fig. 1 with an anti-pinch device and Fig. 7 the flap arrangement according to Fig. 1 with a pedestrian protection arrangement.

[0027] The figures show three preferred embodiments of a proposed coupling arrangement 1. The coupling arrangement 1 can be assigned to a drive train 2, as is shown by way of example for the first embodiment in the Fig. 1a), Fig. 1b). The drive train 2 has, in addition to the coupling arrangement 1, a drive 3, here and preferably a spindle drive. The drive 3 is connected via the coupling arrangement 1 to a body 4 of a motor vehicle 5. Alternatively, it is also conceivable that the drive 3 is connected via the coupling arrangement 1 to a flap 6 of the motor vehicle 5. The term "flap" in the context of this application is to be understood broadly and includes in particular a tailgate, such as a trunk lid, and a front hood (as shown in the figures), such as a trunk lid or an engine hood, of the motor vehicle 5. Via the drive train 2, in particular the drive 3, the flap 6 is movable between a closed position ( Fig. 1a)) and an open position ( Fig. 1b)). In this case, the flap 6 can be automatically movable via the drive 3 in an opening movement from the closed position at least in the direction of the open position, in particular into the open position, and / or in a closing movement from the open position at least in the direction of the closed position, in particular into the closed position. It is also conceivable for the flap 6 to be manually movable in an opening movement from the closed position into the open position and / or in a closing movement from the open position into the closed position, in particular when the drive 3 is not actuated.

[0028] The coupling arrangement 1 comprises a first coupling element 7 and a second coupling element 8. The first coupling element 7 can be connected to the drive 3 or, in the assembled state and as shown for example in the Fig. 1a), Fig. 1b). The second coupling element 8 is, as here, connectable or connected to the body 4 or alternatively to the flap 6.

[0029] In order to implement different functions using the coupling arrangement 1, such as a pedestrian protection function, an emergency opening function and / or an anti-pinch function (which will be discussed below), the coupling arrangement 1 can be brought into a coupled state and into a decoupled state. For the different embodiments, the coupled state is Fig. 1b), Fig. 2a), Fig. 3a) and Fig. 4a), the decoupled state in the Fig. 1a), Fig. 2b), Fig. 3b), Fig. 4b), Fig. 5, Fig. 6 and Fig. 7 shown.

[0030] In the decoupled state of the coupling arrangement 1, the first coupling element 7 and the second coupling element 8 are decoupled from each other. This allows the first coupling element 7 and the second coupling element 8 to be movable relative to each other in the course of a compensating movement. The compensating movement is, for example, in the Fig. 2b), Fig. 3b), Fig. 4b) as well as 5, 6, and 7 are indicated by a double arrow. The compensating movement can occur, particularly in the figures, to the left.

[0031] The compensating movement can here and preferably correspond to a movement of the first coupling element 7 in the axial direction of the drive 3 designed as a spindle drive. However, it is also conceivable for the compensating movement to occur obliquely relative to the axial direction. The compensating movement can bring about a change in the distance between a first connection point 9, for example a ball pin, of the first coupling element 7, to which the drive 3 can be connected, and a second connection point 10 of the second coupling element 8, to which the flap 6 or the body 4 can be connected. In other words, the compensating movement brings about a change in the length of the drive train 2, which results in particular from the fact that a distance between the drive 3, which can be connected to the first coupling element 7, and the flap 6 or body 4, which can be connected to the second coupling element 8, is increased.The change in length occurs in particular in the direction of travel of the drive train 2. The change in length that can be brought about by the compensating movement can be at least 1 cm, preferably at least 2 cm, more preferably at least 3 cm.

[0032] For coupling and decoupling the coupling elements 7, 8, the coupling arrangement 1 has a locking arrangement 11. The locking arrangement 11 has a movably mounted locking element 12. It is possible for the locking element 12 to be moved into different positions, such as a coupling position (such as in the Fig. 2a), Fig. 3a) and Fig. 4a) shown) and a decoupling position (as in the Fig. 2b), Fig. 3b) and Fig. 4b) shown).

[0033] In the coupled state of the coupling arrangement 1, the first coupling element 7 and the second coupling element 8 are coupled to one another by the locking element 12 in such a way that the compensating movement and, in particular, the change in length is prevented. In principle, it is possible that not all relative movements between the coupling elements 7, 8 are prevented in the coupled state, but at least the compensating movement is prevented. For example, it is conceivable that in the coupled state the first coupling element 7 can be tilted and / or rotated relative to the second coupling element 8. Preferably, however, the first coupling element 7 and the second coupling element 8 are essentially immovable relative to one another in the coupled state, as is the case in the exemplary embodiments.“Immovable” in this context does not exclude, in particular, relative movements between the coupling elements 7, 8, which are only possible due to manufacturing tolerances.

[0034] In the uncoupled state of the coupling arrangement 1, the first coupling element 7 and the second coupling element 8 are released by the locking element 12, in particular in such a way that the first coupling element 7 and the second coupling element 8 are movable relative to one another and the compensating movement is enabled. Although in the exemplary embodiments the first coupling element 7 and the second coupling element 8 are essentially completely freely movable relative to one another in the course of the compensating movement in the uncoupled state of the coupling arrangement 1, it is also possible for the compensating movement to take place in a guided manner. This guidance can be achieved, for example, by appropriately designing the coupling elements 7, 8 or by providing further components of the coupling arrangement 1. For example, it is possible for this guidance to take place by a guide rail or the like.

[0035] It is now essential that the locking arrangement 11 has a locking element actuation 13 and that the locking element 12 is reversibly moved in the course of an unlocking movement effected via the locking element actuation 13 in such a way that the coupling arrangement 1 is brought from the coupled state into the uncoupled state and the compensating movement is subsequently made possible.

[0036] The unlocking movement of the locking element 12 can be effected in a targeted and repeatable manner via the locking element actuation 13. This can occur, in particular, independently of any relative movements between the coupling elements 7, 8, in particular independently of the compensating movement. The actuation of the locking element actuation 13 and thus the unlocking movement can occur manually, for example by a user, and / or automatically, for example depending on the position of the flap 6. For this purpose, a manually operable handle, for example an emergency handle 14, can be connectable or connected to the locking element actuation 13 via a Bowden cable, or an actuator 15 can be provided, for example arranged on the flap 6, which acts on the locking element actuation 13 during the closing movement of the flap 6. The locking element actuation 13 can therefore have a Bowden cable receptacle and / or an actuating surface 15.The locking element actuation 13 can in particular be designed separately from the coupling elements 7, 8.

[0037] During the unlocking movement, the locking element 12 is moved reversibly, i.e., in particular, non-destructively and / or resettably. During the unlocking movement, the locking element 12 can be moved from the coupling position ( Fig. 2a), Fig. 3a), Fig. 4a)) in the direction of, in particular, the decoupling position ( Fig. 2b), Fig. 3b), Fig. 4b)). The actuation of the locking element actuation 13 causes the movement of the locking element 12. The locking element 12 is moved during the unlocking movement such that the coupling arrangement 1 is brought from the coupled state into the uncoupled state.

[0038] After the coupling arrangement 1 has been brought into the uncoupled state, the compensating movement between the coupling elements 7, 8 is possible. The compensating movement is thus possible after the unlocking movement. The compensating movement is, in particular, only possible in the uncoupled state of the coupling arrangement 1. The unlocking movement can be effected via the locking element actuation 13, independently of the compensating movement. During the unlocking movement, the coupling elements 7, 8 are preferably essentially stationary relative to one another. The compensating movement can be effected, in particular, by a movement of the flap 6 or by a drive movement of the drive 3 with the flap 6 stationary, for example, after an anti-pinch movement. This will be discussed further below.

[0039] In general, it is conceivable that the unlocking movement of the locking element 12 can be effected exclusively via the locking element actuation 13. For example, it is possible that the locking element 12 is designed to be self-closing and is arranged opposite the coupling elements 7, 8 ( Fig. 2a), Fig. 2b)). When a load occurs, which is introduced into the coupling arrangement 1 via the first connection point 9 and the second connection point 10, the self-closing design and arrangement results in a self-closing moment, which acts on the locking element 12 and, in particular, prevents the unlocking movement of the locking element 12. This can prevent unintentional unlocking movements.

[0040] It is generally possible for the locking element 12 to be reversibly moved during a locking movement effected by the locking element actuation 13 in such a way that the coupling arrangement 1 is brought from the uncoupled state into the coupled state. Subsequently, the compensating movement is prevented. The locking movement is here and preferably opposite to the unlocking movement. During the locking movement, the locking element 12 can be moved from the uncoupling position ( Fig. 1a)) into the coupling position ( Fig. 1b)) can be moved.

[0041] With regard to the coupling and decoupling between the coupling elements 7, 8 by the locking element 12, various coupling concepts are conceivable. For example, it is particularly simple in design and preferably provided that the coupling elements 7, 8 can be coupled to one another directly via the locking element 12. This is the case, for example, in the first embodiment ( Fig. 2a), Fig. 2b)) is the case. The locking element 12 can here be brought into contact with at least one of the coupling elements 7, 8, in particular the first coupling element 7, in such a way that the coupling elements 7, 8 are coupled to one another via the locking element 12. Here and preferably, the locking element 12 has one or more locking element components 16, which is / are each engaged with at least one of the coupling elements 7, 8 in the coupled state and is / are disengaged in the uncoupled state.

[0042] As an alternative to this direct coupling via the locking element 12, it is preferably conceivable that the coupling elements 7, 8 can be coupled to one another indirectly via the locking element 12. This is the case, for example, with the second ( Fig. 3a), Fig. 3b)) and third embodiment ( Fig. 4a), Fig. 4b)) is the case. The coupling arrangement 1, in particular the locking arrangement 11, here and preferably has a connecting element 17 or in particular a plurality of connecting elements 17. A connection, in particular a latching connection, can be established between the coupling elements 7, 8 via the connecting element 17 or the connecting elements 17. For this purpose, the connecting element 17 or the connecting elements 17 can each be brought into temporary contact, in particular into engagement, with at least one of the coupling elements 7, 8, in particular with the first coupling element 7.

[0043] In the coupled state, the connection is established by the connecting element 17 or the connecting elements 17, wherein the locking element 12 blocks a release of the connection. The locking element 12, in particular moved into the coupling position, blocks the connecting element 17 or the connecting elements 17 in one or a respective connection position ( Fig. 3a), Fig. 4a)). This can be done in particular with a form-fitting connection. The connecting element 17 or the connecting elements 17 can each be provided as a separate component ( Fig. 3a), Fig. 3b)), which is arranged in particular on one of the coupling elements 7, 8, preferably the second coupling element 8, or can be formed on one of the coupling elements 7, 8, in particular the second coupling element 8 ( Fig. 4a), Fig. 4b)). Here and preferably, the connecting element 17 or the connecting elements 17 are each designed as a round body, in particular as a sphere, or as a punched body, in particular a hemispherical one.

[0044] In the uncoupled state, the connection is at least releasable or released by the connecting element 17 or the connecting elements 17, wherein the locking element 12 releases or causes a release of the connection during the unlocking movement. The locking element 12 releases the connecting element 17 or the connecting elements 17 such that it or they can be moved from the respective connection position. In this case, the connection between the coupling elements 7, 8 via the connecting element 17 or the connecting elements 17 is canceled. In the embodiments according to the Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b) and preferably, it is provided that during the unlocking movement, the connection between the coupling elements 7, 8 is released by the connecting elements 17, and that during the compensating movement, this connection is released. Instead of a direct coupling of the coupling elements 7, 8 via the locking element 12, an indirect coupling of the coupling elements 7, 8 is achieved here by the locking element 12, in that the locking element 12 blocks or releases a connection established by the connecting element 17 or the connecting elements 17.

[0045] Regardless of whether the coupling is now effected directly or indirectly through the locking element 12, it is crucial that the compensating movement can only take place in the uncoupled state of the coupling arrangement 1.

[0046] With regard to the mounting and movement options of the locking element 12, the invention is fundamentally not limited to specific embodiments. For example, it can generally be provided that the locking element 12 is mounted on the first coupling element 7 or on the second coupling element 8. Other mounting options are also conceivable.

[0047] It can be of great advantage if the locking element 12 is pivotally mounted, as is the case for the first embodiment from a summary of the Fig. 2a) and Fig. 2b), for the second embodiment from a summary of the Fig. 3a) and Fig. 3b) and for the third embodiment from a summary of the Fig. 4a) and Fig. 4b). The locking element 12 is, in particular exclusively, pivotally movable. The unlocking movement comprises a pivoting movement of the locking element 12. In principle, as an alternative to the pivotable mounting, it is also conceivable for the locking element 12 to be mounted, in particular exclusively, for linear movement. The linear movement of the locking element components 16 does not preclude the possibility that they may also experience rotation, tilting, or the like. Here, and particularly preferably, the locking element 12 is mounted on one of the coupling elements 7, 8, in particular on the second coupling element 8.

[0048] The bearing of the locking element 12 can, as shown in the Fig. 2a), Fig. 2b), via a bearing bolt 18 or bearing pin. Alternatively, the locking element 12 can also be mounted via a flexible bearing section 19, as can be seen from the Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b). The bearing section 19 enables a pivoting movement of the locking element 12 during the unlocking movement. The bearing section 19 is here and preferably designed in the manner of a spring plate. Due to the bearing section 19 being designed as a spring plate, the unlocking movement of the locking element 12 occurs counter to a building-up restoring force of the bearing section 19. After the unlocking movement has taken place, the restoring force causes the locking element 12 to reset. The locking element 12 and the bearing section 19 can be firmly connected to one another, as here, in particular via the locking element actuation 13. Here and preferably, the locking element actuation 13 is arranged between the locking element 12 and the bearing section 19. Particularly preferably, the locking element 12, the locking element actuation 13 and the bearing section 19 are formed, in particular in one piece, as a sheet metal part.

[0049] Likewise, with regard to the mounting and movement options of the locking element actuation 13, it is preferably provided that the locking element actuation 13 is pivotally mounted. The unlocking movement can be effected by a pivoting actuation of the locking element actuation 13. It is particularly preferably provided that the locking element actuation 13 is pivotally mounted on one of the coupling elements 7, 8, in particular on the second coupling element 8. In the first embodiment according to the Fig. 2a), Fig. 2b), the locking element actuation 13 is mounted via a bearing bolt 18 or bearing pin, in particular via the bearing bolt 18 or bearing pin, via which the locking element 12 is also mounted. In the second embodiment according to the Fig. 3a), Fig. 3b) and the third embodiment according to the Fig. 4a), Fig. 4b), the locking element actuation 13 is mounted via a flexible bearing section 19, in particular via the bearing section 19, via which the locking element 12 is also mounted. Here and preferably, the locking element actuation 13 is arranged on the second coupling element 8 via the bearing section 19. The bearing section 19 enables a pivoting actuation of the locking element actuation 13. Here and preferably, the bearing section 19 is designed in the manner of a spring plate. Due to the bearing section 19 being designed as a spring plate, the pivoting actuation of the locking element actuation 13, which causes the unlocking movement, occurs against a building-up restoring force of the bearing section 19. After the pivoting actuation has taken place, the restoring force causes the locking element actuation 13 to reset.In principle, it is alternatively possible for the locking element actuation 13 to be mounted linearly, in particular on one of the coupling elements 7, 8, in particular on the second coupling element 8.

[0050] In principle, it is possible for the coupling elements 7, 8 to be coupled to one another in a frictionally engaged manner. Here, the locking element 12 can be designed, for example, in the manner of a brake and prevent any relative movement of the coupling elements 7, 8 to one another by applying a corresponding holding force. In this context, however, it has proven particularly preferable for the coupling elements 7, 8 to be positively coupled to one another in the coupled state. This is provided for in all three exemplary embodiments. Although friction can also prevail here, the decisive force that causes the coupling of the coupling elements 7, 8 to occur results from one or more positive engagements.

[0051] It is particularly possible that in the coupled state a positive connection is formed between the locking element 12 and one of the coupling elements 7, 8, in particular the first coupling element 7 ( Fig. 2a), Fig. 2b)). The positive locking can be established during the locking movement. The positive locking can be canceled during the unlocking movement.

[0052] It is conceivable that the positive connection is formed at a single coupling point. For example, the locking element 12 can comprise a single locking element component 16, which in the coupled state engages with one of the coupling elements 7, 8, whereby the positive connection is formed at the single coupling point. In this case, the individual locking element component 16 can be designed as a connecting pin or as a hook. However, it is particularly preferably provided that the positive connection is formed at several coupling points, as is the case, for example, in the first exemplary embodiment. In the first exemplary embodiment, and preferably, the locking element 12 has several locking element components 16, which form the positive connection at one of the coupling points in each case. This allows a particularly uniform coupling to be achieved. The locking element components 16 can generally be designed as sheet metal sections ( Fig. 2a), Fig. 2b)) be trained.

[0053] With regard to designs which have the connecting element 17 or several connecting elements 17, it has proven particularly advantageous in this context if, in the coupled state, the positive connection is formed between the locking element 12 and the connecting element 17 or the connecting elements 17 ( Fig. 3a), Fig. 3b), Fig. 4a), Fig. 4b)). The positive locking can be established during the locking movement. The positive locking can be canceled during the unlocking movement.

[0054] In this context, it is preferable that, at least in the coupled state, a further positive connection is established between the connecting element 17 or the connecting elements 17 and one of the coupling elements 7, 8, in particular the first coupling element 7. The further positive connection can be formed during the locking movement. The locking movement of the locking element 12 causes the connecting element 17 or the connecting elements 17 to be moved into the respective connecting position, which ultimately results in the further positive connection. Alternatively, it is also conceivable for the further positive connection to be formed during a countermovement of the compensating movement. For example, here the connecting element 17 or the connecting elements 17 are preloaded into the respective connecting position, so that the further positive connection is formed as soon as the coupling elements 7, 8 are brought together during the countermovement.The further form closure can be canceled during the unlocking movement. Alternatively, it is also conceivable that the further form closure is canceled during the compensating movement.

[0055] As already described above in another context, it is preferably provided that the locking element 12 can be moved into the coupling position and into the uncoupling position via the locking element actuation 13. In the coupling position, the coupling elements 7, 8 can be coupled or are coupled to one another ( Fig. 1b), Fig. 2a), Fig. 3a), Fig. 4a), Fig. 7). The fact that the coupling elements 7, 8 are coupled to one another in the locking position after the locking movement has taken place requires, in particular, that they are moved into a lockable position before the locking movement of the locking element 12. In the uncoupling position, the coupling elements 7, 8 are decoupled from one another ( Fig. 1a), Fig. 2b), Fig. 3b), Fig. 4b), Fig. 5, Fig. 6).

[0056] It is particularly preferably provided that the locking element 12, preferably when the locking element actuation 13 is not actuated, in particular in the coupling position ( Fig. 2a), Fig. 2b), Fig. 3a), Fig. 3b), Fig. 4a), Fig. 4b)) or pre-tensioned into the uncoupling position. In general, this can also be done indirectly via the locking element actuation 13, for example, by pre-tensioning the locking element actuation 13 in one direction and pushing the locking element 12 into a position. Here and preferably, the locking element 12 is pre-tensioned into the coupling position. The unlocking movement of the locking element 12 takes place accordingly opposite to the pre-tensioning direction, as can be seen from the synopsis of the Fig. 2a), Fig. 2b), Fig. 3a), Fig. 3b) and 4a), 4b). Alternatively, it is of course also possible for the locking element 12 to be preloaded into the uncoupling position. In this case, the unlocking movement of the locking element 12 occurs in the preload direction. It is conceivable, for example, that the locking element actuation 13 blocks the unlocking movement of the locking element 12, and upon actuation of the locking element actuation 13, the unlocking movement is effected by the locking element actuation 13 releasing the locking element 12.

[0057] It is generally possible for the locking arrangement 11 to have a prestressing element for prestressing the locking element 12. The prestressing element can be designed as a compression spring or tension spring, for example as a leg spring (as is the case in the first embodiment), or by a flexible bearing section 19 (as provided in the second and third embodiments).

[0058] With regard to the connecting element 17 or the connecting elements 17, it is also conceivable that the connecting element 17 or the connecting elements 17 is or are prestressed, in particular when the locking element actuation 13 is not actuated. The connecting elements 17 can in particular be prestressed in different directions. For example, in connection with the third embodiment according to the Fig. 4a), Fig. 4b) It is conceivable that the connecting element 17 or the connecting elements 17 are prestressed away from the respective connection position. As soon as the unlocking movement occurs, the connecting element 17 or the connecting elements 17 is / are moved away from the respective connection position. This releases the connection between the coupling elements 7, 8 via the connecting element 17 or the connecting elements 17. Here and preferably, the prestress of the connecting element 17 or the connecting elements 17 can be applied via a respective further prestressing element. The further prestressing element or the respective further prestressing element can be designed as a compression spring or tension spring or by a flexible further bearing section 20, which is preferably designed in the manner of a spring plate.

[0059] In principle, the locking element 12 and the locking element actuation 13 can be designed in different ways. For example, it is conceivable for the locking element 12 and the locking element actuation 13 to be designed as separate components that can be connected or are connected to one another in such a way that the unlocking movement of the locking element 12 can be effected by the locking element actuation 13. Nevertheless, it has proven particularly useful if the locking element 12 and the locking element actuation 13 are firmly connected to one another. Here and preferably, the locking element 12 and the locking element actuation 13 are formed as a single piece. Furthermore, the locking element 12 and the locking element actuation 13 are preferably formed as a sheet metal part, which is, in particular, lasered, cut, punched, rolled, welded, and / or bent during production.Of course, it is also conceivable that the locking element 12 and the locking element actuation 13 are each designed as a sheet metal part, which are firmly connected to one another, for example by gluing, welding, soldering, etc.

[0060] As already mentioned above, it is conceivable that the locking element 12 has one or more locking element components 16. The term "locking element" 12 is to be understood broadly in the context of this application and can also include locking elements 12 with several locking element components 16, which are approximately molded onto one another ( Fig. 2a), Fig. 2b)) and / or are firmly connected to one another or are designed as separate locking element components 16. In the first exemplary embodiment, it is preferably provided that the locking element 12 has a plurality of locking element components 16 which are coupled to one another in terms of movement. "Coupled in terms of movement" in this context means that the locking element components 16 are moved during the decoupling movement, in particular simultaneously, wherein the locking element components 16 perform a common movement ( Fig. 2a), Fig. 2b)) or can experience different movements, for example in different directions. The locking element components 16 can be movable relative to one another or immovable relative to one another ( Fig. 2a), Fig. 2b)).

[0061] In the first embodiment according to the Fig. 2a), Fig. 2b) and preferably, the locking element components 16 are each formed as a sheet metal section and firmly connected to one another, in particular molded onto one another. It is particularly possible that the locking element component 16 or the locking element components 16 are each formed in the manner of a hook ( Fig. 2a), Fig. 2b)). This means that the coupling of the coupling elements 7, 8 can be effected by the locking element 12 by the locking element component 16 or the locking element components 16 engaging in a form-fitting manner. The locking element components 16 can be directly connected to one another and / or arranged in a claw-like manner ( Fig. 2a), Fig. 2b)).

[0062] With regard to the design of the coupling elements 7, 8, it is preferably provided that the second coupling element 8 has a fastening region 21 for fastening the second coupling element 8 to the flap 6 or the body 4 of the motor vehicle 5. The fastening region 21 can in particular have a screw section 22, via which the second coupling element 8 can be screwed to the flap 6 or the body 4 of the motor vehicle 5 during assembly. Here and preferably, the screw section 22 has one or more bores in which one or more screw bolts can be arranged. The fastening region 21 can particularly preferably have a hooking section 23, via which the second coupling element 8 can be hooked to the flap 6 or the body 4 of the motor vehicle 5 during assembly. The first and the second exemplary embodiments ( Fig. 2a), Fig. 2b) and Fig. 3a), Fig. 3b)) each have such a hooking section 23. The hooking section 23 can be designed in the manner of a hook. It is possible for the fastening area 21 to be designed such that, during assembly, a hooking movement takes place via the hooking section 23 and a subsequent screw fastening takes place via the screw section 22. By combining hooking and subsequent screwing, assembly can be simplified and a particularly reliable arrangement of the coupling arrangement 1 on the flap 6 or the body 4 can be achieved. During the hooking movement, the second coupling element 8 can tilt relative to the flap 6 or the body 4.

[0063] Furthermore and very generally, it has proven useful with regard to the design of the coupling elements 7, 8 if the first coupling element 7 and / or, as in all embodiments here, the second coupling element 8 is designed as a plastic or sheet metal part, which is in particular lasered, cut, punched, rolled and / or bent during production.

[0064] Furthermore, it is preferably provided here that the second coupling element 8 has a receiving area 24 for receiving the first coupling element 7. The receiving area 24 can have a, in particular tapered, receiving guide 25, through which the first coupling element 7 can be inserted into the receiving area 24 in the course of an insertion movement. This is the case, for example, in the first embodiment according to the Fig. 2a), Fig. 2b). Here and preferably, the receiving area 24 and / or the receiving guide 25 is designed as a wedge-shaped recess. Alternatively, it is also possible for the first coupling element 7 to be plugged onto the receiving area 24 in a guided manner during a plug-on movement, as is the case, for example, in the second and third embodiments according to the Fig. 3a), Fig. 3b) and 4a), 4b). The insertion movement or the plug-on movement can, as is the case in the exemplary embodiments, correspond to a countermovement of the compensating movement. After the insertion movement or the plug-on movement has been completed, the coupling elements 7, 8 can be in a defined relative position to one another, in particular in the lockable position.

[0065] The locking element 12, in particular the locking element component 16 or the locking element components 16, can engage in the receiving area 24 in the coupled state, as is the case, for example, according to Fig. 2a) is the case. "Engagement" in this context can mean that at least a part of the locking element 12, in particular a part of the locking element component 16 or the locking element components 16, extends through a part of the second coupling element 8, such as a wall or the like, into the receiving area 24. It is also possible that the insertion movement or the attachment movement requires that the locking element 12 be moved into the uncoupling position.

[0066] The connecting element 17 or the connecting elements 17 can be arranged on one of the coupling elements 7, 8, in particular on the second coupling element 8. For this purpose, one of the coupling elements 7, 8 can have a bearing area 26 or several bearing areas 26, via which the connecting element 17 or the connecting elements 17 are each movably mounted. In the second embodiment ( Fig. 3a), Fig. 3b)), the bearing areas 26 comprise a recess, in particular a through-bore. It is also conceivable that the connecting element 17 or the connecting elements 17 is or are firmly connected to one of the coupling elements 7, 8, in particular to the second coupling element 8, preferably is or are integrally formed ( Fig. 4a), Fig. 4b)). In this case, it is possible for the connecting element 17 or the connecting elements 17 to be movable due to the flexibility of one of the coupling elements 7, 8, in particular the second coupling element 8. It is possible for one of the coupling elements 7, 8, in particular the second coupling element 8, to have at least one further bearing section 20, by means of which one part of the corresponding coupling element can be moved relative to another part of the corresponding coupling element. The further bearing section 20 can, in particular, be designed in the manner of a spring plate.

[0067] Furthermore, it is here and preferably as exemplified in Fig. 5 systemically shown, but can also be provided in all other embodiments, that the coupling arrangement 1, in particular the locking arrangement 11, has a locking detent 27, via which the locking arrangement 11, in particular the locking element 12 or the locking element actuation 13, can be locked such that the coupling arrangement 1 remains in the uncoupled state, in particular such that the locking element 12 is at least temporarily held in the uncoupling position. It is preferably provided that an overstroke of the locking element 12 and / or the locking element actuation 13 occurs, which causes the locking of the locking arrangement 11. It is possible for the overstroke to occur during the unlocking movement.

[0068] In addition to the coupling arrangement 1, a drive train 2 for moving a flap 6 of a motor vehicle 5, in particular between an open position and a closed position, is also proposed. The drive train 2 is shown in the Fig. 1a), Fig. 1b), Fig. 5, Fig. 6 and Fig. 7 is shown as an example. The drive train 2 has a drive 3, here and preferably a spindle drive, and a proposed coupling arrangement 1. The coupling arrangement 1 can have one or more of the features described above.

[0069] In this respect, reference may be made to all statements relating to the proposed coupling arrangement 1.

[0070] It is preferably the case that the drive 3 and the first coupling element 7 of the coupling arrangement 1 are connected to one another. In particular, this is done in such a way that the drive 3 and the first coupling element 7 are rotatably movable relative to one another. This allows a certain flexibility between the components to be achieved. It is possible, for example, that the drive 3 and the first coupling element 7 are connected to one another via a ball joint bearing. The drive 3 can be a ball socket and the first coupling element 7 can be the ball pin (as can be seen from the Fig. 2a), Fig. 2b), Fig. 3a), Fig. 3b) and Fig. 4a), Fig. 4b), which form the ball joint bearing. It is also conceivable that the first coupling element 7 comprises the ball socket and the drive 3 comprises the ball stud.

[0071] Furthermore, a flap arrangement of a motor vehicle 5 is proposed. The proposed flap arrangement and the motor vehicle 5 equipped with it are shown in the Fig. 1a), Fig. 1b), Fig. 5, Fig. 6 and Fig. 7. The flap arrangement or the motor vehicle 5 has a body 4, a flap 6, and at least one proposed drive train 2, which in turn has a proposed coupling arrangement 1. The flap 6 can preferably be moved into an open position and / or a closed position via the drive train 2. The drive train 2 can be arranged between the body 4 and the flap 6 for this purpose. The drive 3 can be connected via the coupling arrangement 1 either to the flap 6 or, as shown in the figures, to the body 4.

[0072] Reference may be made to all statements relating to the proposed coupling arrangement 1 and the proposed drive train 2.

[0073] In particular, the flap arrangement or the motor vehicle 5, in particular the body 4, comprises a vehicle compartment. The vehicle compartment can in particular be a trunk, such as, as here, a front trunk or a rear trunk, or an engine compartment. It is preferably provided that the flap 6 in the closed position ( Fig. 1a)) closes the vehicle compartment and in the open position ( Fig. 1b)) opens and / or releases the vehicle compartment.

[0074] It is particularly preferred if the flap arrangement has several, in particular exactly two, proposed drive trains 2 ( Fig. 5, Fig. 6). The drive trains 2 each have a proposed coupling arrangement 1. Alternatively, it is also possible for the flap arrangement to have a passive drive train. The passive drive train can be designed such that the automatic opening movement is supported by the drive train 2 without a motor.

[0075] As already described above, the coupling assembly 1 and, accordingly, the drive train 2 are characterized by their versatility. Due to this versatility, it is possible for the flap assembly to implement an emergency opening function, an anti-pinch function, and / or a pedestrian protection function, as discussed above. The coupling assembly 1 can represent a type of multifunctional component that enables the various functions.

[0076] Against this background, it is preferably provided that the flap arrangement has an emergency opening arrangement 28. The emergency opening arrangement 28 can enable the emergency opening function of the flap arrangement. The emergency opening arrangement 28 is connectable or connected to the coupling arrangement 1, in particular to the locking element actuation 13, as shown in the Fig. 1a), Fig. 1b) and Fig. 5. The emergency opening arrangement 28 may comprise a Bowden cable, for example, which is connected to the locking element actuation 13, in particular the Bowden cable receptacle of the locking element actuation 13. This is shown in Fig. 5. In the Fig. 2a), Fig. 2b) a representation of the Bowden cable holder was omitted. As can be seen from Fig. 5 and preferably, the emergency opening arrangement 28 can be actuated from the vehicle compartment, here the front trunk.

[0077] Starting from the flap 6 in the closed position ( Fig. 1a)), the emergency opening arrangement 28 is actuated during an emergency opening action. The emergency opening arrangement 28 can, for example, have an emergency handle 14, in particular a pull-operated one, for example a handle or knob. The emergency opening arrangement 28 can preferably be actuated manually, i.e., by a user. The emergency handle 14 can be arranged in the vehicle compartment. It is also conceivable that an auxiliary drive, or similar, of the emergency opening arrangement 28 is actuated via the emergency handle 14, which then ultimately acts on the locking element actuation 13, in particular via the Bowden cable.

[0078] During the actuation of the emergency opening arrangement 28, the emergency opening arrangement 28 acts on the coupling arrangement 1, in particular on the locking element actuation 13. For a first preferred alternative, it is provided that the actuation of the emergency opening arrangement 28 prevents the locking movement of the locking element 12. In this case, the emergency opening arrangement 28 acts on the coupling arrangement 1, in particular on the locking element actuation 13, in such a way that the locking movement is prevented. In this case, the coupling arrangement 1 is preferably in the decoupled state when the flap 6 is in the closed position, as shown in Fig. 1a). The unlocking movement may already have taken place here, for example during a previous closing movement of the flap 6 from the open position ( Fig. 1b)) into the closed position ( Fig. 1a)).

[0079] Alternatively, to the locking movement being preventable via the emergency opening arrangement 28, it is also conceivable for the actuation of the emergency opening arrangement 28 to cause the unlocking movement of the locking element 12. In this case, the coupling arrangement 1 is in the coupled state when the flap 6 is in the closed position. In this case, the actuator 15 can be omitted, for example, if the emergency opening function and / or the anti-pinch protection function is to be implemented, but the pedestrian protection function is possibly omitted. Actuation of the emergency opening arrangement 28 causes the unlocking movement, whereby the coupling arrangement 1 is moved into the uncoupled state.Ultimately, it is not important whether the actuation of the emergency opening arrangement 28 during the emergency opening action prevents the locking movement of the locking element 12 or whether the unlocking movement is brought about, but rather that at least after the actuation of the emergency opening arrangement 28 has been carried out, the coupling arrangement 1 is in the uncoupled state and remains so at least temporarily, in particular in such a way that the compensating movement can take place.

[0080] Following the actuation of the emergency opening arrangement 28, the flap 6 is opened during the emergency opening action starting from the closed position ( Fig. 1a)) moved towards the open position ( Fig. 5). This can be done manually, i.e., by a user. The drive 3 of the drive train 2 can be unactuated. During the movement of the flap 6 toward the open position, the coupling arrangement 1 remains in the uncoupled state, for example by holding the locking element 12, in particular in the uncoupling position, or locking it, for example via the locking catch 27. The locking element 12 can be held by maintaining the actuation of the emergency opening arrangement 28, for example, by pulling on the emergency handle 14. It is preferably possible for the compensating movement to occur during the, in particular manual, movement of the flap 6 from the closed position toward the open position. This brings about the change in length of the drive train 2 without the drive 3 having to be actuated or moved against any system friction of the drive 3. A low-force, in particular manual, opening of the flap 6 is thus possible.

[0081] It is possible for the compensating movement to be effected by an additional auxiliary drive or similar device. Upon actuation of the emergency opening arrangement 28, the additional auxiliary drive can be activated, for example, and the compensating movement can be effected. However, instead of any additional auxiliary drive, it is particularly preferred that the movement of the flap 6 from the closed position toward the open position, in particular manually, effect the compensating movement. This is the case, for example, in the preferred embodiment.

[0082] The flap arrangement has, as in Fig. 5, a vehicle lock 29 or more vehicle locks 29. The flap 6 can be locked in the closed position via the vehicle lock 29 or the vehicle locks 29. So that the emergency opening action can also be carried out starting from the locked flap 6, it is preferably provided that the emergency opening arrangement 28 is connected to the vehicle lock 29 or the vehicle locks 29 in such a way that during the emergency opening action, in particular during the actuation of the emergency opening arrangement 28, the vehicle lock 29 or the vehicle locks 29 are actuated and a locking of the flap 6 by the vehicle lock 29 or the vehicle locks 29 is released. The flap 6 can then be moved from the closed position towards the open position. Here and preferably, the emergency opening arrangement 28, in particular the emergency handle 14 and / or the auxiliary drive, is connected to the vehicle lock 29 or the vehicle door lock 28 via one or more further Bowden cables.connected to the vehicle locks 29.

[0083] Alternatively or in addition to the emergency opening arrangement 28, the flap arrangement preferably has an anti-pinch protection arrangement 30. The anti-pinch protection arrangement 30 can enable the anti-pinch protection function of the flap arrangement. The anti-pinch protection arrangement 30 is connectable or connected to the coupling arrangement 1, in particular the locking element arrangement, as shown in the Fig. 1a), Fig. 1b) and 6. The anti-pinch arrangement 30 can have an anti-pinch handle 31, which is designed, in particular, as here, as a contact strip. The anti-pinch handle 31 can be arranged in the vehicle compartment. The anti-pinch handle 31 can be connectable or connected to the locking element actuation 13, so that actuation of the anti-pinch handle 31 causes actuation of the locking element actuation 13.

[0084] It is provided that the anti-pinch device 30 is connectable or connected to the coupling device 1, in particular the locking element actuation 13, in such a way that the unlocking movement is effected in the course of an anti-pinch movement of the anti-pinch device 30, as is apparent from Fig. 6. The anti-pinch movement can be performed manually, for example, by a user reaching toward the anti-pinch handle 31 and actuating it. The unlocking movement moves the coupling arrangement 1 from the coupled state to the uncoupled state.

[0085] With regard to the anti-pinch protection function, it is preferably provided that the anti-pinch protection movement is carried out during a, in particular automatic, closing movement of the flap 6 starting from the open position ( Fig. 1b)) towards the closed position ( Fig. 6) can take place, in particular takes place. The closing movement can in particular be brought about by a drive movement of the drive 3. It is also possible for the closing movement to be brought about due to the dead weight of the flap 6. The anti-pinch movement is triggered manually, in particular brought about manually, for example by an operator. The compensating movement preferably takes place after the anti-pinch movement. The compensating movement can in particular be brought about by the drive movement of the drive 3. For example, it is possible for the flap 6 to move from the open position towards the closed position. A user who is in the area of the vehicle compartment is gripped by the flap 6 and pressed against the anti-pinch handle 31.The anti-pinch protection handle 31 is actuated, which in turn actuates the locking element actuation 13, so that the unlocking movement occurs and the coupling arrangement 1 is brought into the uncoupled state. The drive 3 can meanwhile continue to perform the drive movement, so that as soon as the coupling arrangement 1 is in the uncoupled state, the compensating movement is brought about by the drive movement of the drive 3. Pinching of the user is avoided. Alternatively or additionally, it is possible for the drive movement of the drive 3 to be stopped during the anti-pinch movement. A button or sensor can be provided for this purpose. In this case, it is possible for the compensating movement to be brought about by the dead weight of the flap 6. It is also possible for the drive movement of the drive 3 to be stopped and, preferably, the flap 6 to be moved towards the open position, in particular via the drive 3.

[0086] Furthermore, it is preferably provided here that the flap arrangement has a pedestrian protection arrangement 32. The pedestrian protection arrangement 32 can enable the pedestrian protection function of the flap arrangement. Via the pedestrian protection arrangement 32, the flap 6, in particular the front hood, is moved into a collision position ( Fig. 7). The collision position of the flap 6 is different from the open position of the flap 6. In the collision position, the flap 6 is inclined forward relative to the body 4. The pedestrian protection arrangement 32 is connectable or connected to the coupling arrangement 1, in particular to the locking element actuation 13, such that, during the collision emergency opening movement, the pedestrian protection arrangement 32 causes the unlocking movement of the locking element 12 or prevents the locking movement of the locking element 12.

[0087] Similar to what was described above in connection with the emergency opening arrangement 28, it is provided here that the pedestrian protection arrangement 32 prevents the locking movement of the locking element 12. In this case, when the flap 6 is in the closed position, the coupling arrangement 1 is in the uncoupled state ( Fig. 1a)). The unlocking movement may already have taken place here, for example during a previous closing movement of the flap 6 from the open position ( Fig. 1b)) into the closed position ( Fig. 1a)). In the event that the coupling arrangement 1 is in the coupled state when the flap 6 is in the closed position, it is provided that the pedestrian protection arrangement 32 effects the unlocking movement via the locking element actuation 13. This moves the coupling arrangement 1 from the coupled state to the uncoupled state and enables the compensating movement. In connection with the pedestrian protection function, it is preferably provided that the coupling arrangement 1 is in the uncoupled state when the flap 6 is in the closed position. This makes it possible to avoid any delays in the collision emergency opening movement.

[0088] With regard to the design of the pedestrian protection arrangement 32, it is possible for the pedestrian protection arrangement 32 to comprise an actuator 15. The actuator 15 can be connected to the locking element actuation 13 or can be connected thereto and, in particular, can act on it. Here, and preferably, the actuator 15 is arranged between the flap 6 and the locking element actuation 13 ( Fig. 7). The actuator 15 can, as here, be arranged on the flap 6 or on the body 4. The actuator 15 generally serves to actuate the locking element actuation 13 during a closing movement of the flap 6, which in turn causes the unlocking movement and brings the coupling arrangement 1 into the uncoupled state. This ensures that the coupling arrangement 1 is in the uncoupled state when the flap 6 is in the closed position ( Fig. 1a)).

[0089] Furthermore, it is preferably provided here that the pedestrian protection arrangement 32 has a further drive train 2 with a further drive 33. The further drive train 2 is made up of the Fig. 1a), Fig. 1b) and Fig. 7. The further drive train 2 is designed in particular differently from the proposed drive train 2. The further drive train 2 automatically causes the collision emergency opening movement of the flap 6 in the course of a further drive movement. This occurs in particular from the closed position of the flap 6, in which the coupling arrangement 1 is preferably in the decoupled state ( Fig. 1a)). The further drive train 2 can have a further drive 33, in particular a linear drive, for this purpose. The further drive 33 can, for example, comprise a pyrotechnic actuator and / or a spring-loaded actuator. Here and preferably, the further drive 33 comprises a spring-loaded actuator that is activated by pyrotechnics and then, due to the spring preload, causes the further drive movement. Preferably, it is provided that the compensating movement takes place during the collision emergency opening movement. Further preferably, the compensating movement is caused by the further drive movement, as can be seen from the synopsis of the Fig. 1a) and Fig. 7. During the collision emergency opening movement, the drive 3 of the drive train 2 may in particular be unactuated. 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

[0004]

Claims

[1] Coupling arrangement for a drive train (2) for connecting a drive (3) of the drive train (2) to a flap (6) or a body (4) of a motor vehicle (5), wherein the flap (6) can be moved between a closed position and an open position by the drive (3), wherein the coupling arrangement (1) has a first coupling element (7) for connection to the drive (3) and a second coupling element (8) for connection to the flap (6) or the body (4) of the motor vehicle (5), wherein the coupling arrangement (1) can be brought into a coupled state and into a decoupled state, wherein the coupling elements (7, 8) are decoupled from one another in the decoupled state and can be moved relative to one another in the course of a compensating movement, wherein the coupling elements (7, 8) are coupled to one another in the coupled state, wherein the coupling arrangement (1) has a locking arrangement (11) with a movable mounted locking element (12),wherein the coupling elements (7, 8) are coupled to one another in the coupled state of the coupling arrangement (1) by the locking element (12) in such a way that the compensating movement is prevented, and wherein the coupling elements (7, 8) are released in the uncoupled state of the coupling arrangement (1) by the locking element (12), , characterized by that the locking arrangement (11) has a locking element actuation (13) and that the locking element (12) is moved reversibly in the course of an unlocking movement brought about via the locking element actuation (13) in such a way that the coupling arrangement (1) is brought from the coupled state into the uncoupled state and the compensating movement is subsequently made possible. [2] Coupling arrangement according to claim 1, characterized bythat the locking element (12) is pivotally mounted, preferably on one of the coupling elements (7, 8), and that the unlocking movement comprises a pivoting movement of the locking element (12), and / or that the locking element actuation (13) is pivotally mounted, preferably on one of the coupling elements (7, 8), and that a pivoting movement of the locking element actuation (13) effects the unlocking movement of the locking element (12). [3] Coupling arrangement according to claim 1 or 2, characterized by that the coupling elements (7, 8) are positively coupled to one another in the coupled state, preferably that in the coupled state at least one positive connection is formed between the locking element (12) and one of the coupling elements (7, 8), in particular the first coupling element (7), further preferably that the at least one positive connection is canceled in the course of the unlocking movement. [4] Coupling arrangement according to one of the preceding claims, characterized bythat the locking element (12) is movable via the locking element actuation (13) into a coupling position in which the coupling elements (7, 8) can be coupled or are coupled to one another, and into a decoupling position in which the coupling elements (7, 8) are decoupled from one another, preferably that the locking element (12), in particular when the locking element actuation (13) is not actuated, is pretensioned into the coupling position or into the decoupling position. [5] Coupling arrangement according to one of the preceding claims, characterized by that the locking element (12) and the locking element actuation (13) are firmly connected to one another, preferably are formed in one piece, further preferably are formed as a plastic or sheet metal part. [6] Coupling arrangement according to one of the preceding claims, characterized bythat the locking element (12) has a locking element component (16) or a plurality of locking element components (16) which are movement-coupled to one another, preferably that the locking element component (16) or the locking element components (16) is or are each designed in the manner of a hook, further preferably that the locking element components (16) are connected to one another and arranged in a claw-like manner to one another. [7] Coupling arrangement according to one of the preceding claims, characterized byin that the second coupling element (8) has a fastening region (21) for fastening the second coupling element (8) to the flap (6) or the body (4) of the motor vehicle (5), and in that the fastening region (21) has a screw section (22), via which the second coupling element (8) can be screwed to the flap (6) or the body (4) of the motor vehicle (5) during assembly, and, preferably, a hooking section (23), via which the second coupling element (8) can be hooked to the flap (6) or the body (4) of the motor vehicle (5) during assembly, further preferably in that the fastening region (21) is designed in such a way that a hooking movement and a subsequent screw fastening take place during assembly. [8] Coupling arrangement according to one of the preceding claims, characterized bythat the second coupling element (8) has a receiving area (24) for receiving the first coupling element (7) and, preferably, that the receiving area (24) has a, in particular tapered, receiving guide (25) through which the first coupling element (7) can be inserted into the receiving area (24) in the course of a plug-in movement or can be plugged onto the receiving area (24) in the course of a plug-on movement. [9] Coupling arrangement according to one of the preceding claims, characterized bythat the coupling arrangement (1), in particular the locking arrangement (11), has a locking lock (27) by means of which the locking arrangement (11), in particular the locking element (12), can be locked in such a way that the coupling arrangement (1) remains in the uncoupled state, in particular in such a way that the locking element (12) is held in the uncoupling position, preferably that, in particular in the course of the unlocking movement, an overstroke of the locking element (12) and / or the locking element actuation (13) takes place, which causes the locking of the locking arrangement (11). [10] Drive train for moving a flap (6) of a motor vehicle (5), in particular into an open position and / or a closed position, wherein the drive train (2) has a drive (3), in particular a spindle drive, and a coupling arrangement (1) according to one of the preceding claims. [11] Flap arrangement of a motor vehicle (5), wherein the flap arrangement comprises a body (4), a flap (6) and a drive train (2) according to claim 10, wherein preferably the flap (6) is movable via the drive train (2) into a closed position and / or an open position. [12] Flap arrangement according to claim 11, characterized bythat the flap arrangement has an emergency opening arrangement (28) which is connectable or connected to the coupling arrangement (1), in particular to the locking element actuation (13), in such a way that, starting from the flap (6) in the closed position, the emergency opening arrangement (28) is actuated during an emergency opening action, in particular a manual one, whereby the unlocking movement of the locking element (12) is effected or a locking movement of the locking element (12) effected via the locking element actuation (13), during which the locking element (12) is moved such that the coupling arrangement (1) is brought from the uncoupled state into the coupled state, is prevented, and during the emergency opening action, in particular following the actuation of the emergency opening arrangement (28), the flap (6) is moved towards the open position, preferably such that the compensating movement takes place during this movement of the flap (6) from the closed position towards the open position,further preferably, this movement of the flap (6) from the closed position towards the open position causes the compensating movement., [13] Flap arrangement according to claim 11 or 12, characterized by that the flap arrangement has a vehicle lock (29) via which the flap (6) can be locked in the closed position, and, preferably, that the emergency opening arrangement (28) is connected to the vehicle lock (29) in such a way that in the course of the emergency opening action, in particular when the emergency opening arrangement (28) is actuated, the vehicle lock (29) is unlocked and a locking of the flap (6) by the vehicle lock (29) is canceled. [14] Flap arrangement according to one of claims 11 to 13, characterized bythat the flap arrangement has an anti-pinch protection arrangement (30) which can be connected or is connected to the coupling arrangement (1), in particular the locking element actuation (13), in such a way that in the course of an anti-pinch movement, in particular a manual one, of the anti-pinch arrangement (30) causes the unlocking movement and in particular the coupling arrangement (1) is brought from the coupled state into the uncoupled state. [15] Flap arrangement according to claim 14, characterized by that the anti-pinch movement takes place during a closing movement of the flap (6) in the direction of the closed position and that the anti-pinch movement is triggered manually, preferably that the closing movement is brought about by a drive movement of the drive (3), further preferably that the compensating movement follows the anti-pinch movement, and, in particular, that the compensating movement is brought about by the drive movement of the drive (3). [16] Flap arrangement according to one of claims 11 to 15, characterized by that the flap arrangement has a pedestrian protection arrangement (32) via which the flap (6) is moved into a collision position during a collision emergency opening movement, and that the pedestrian protection arrangement (32) is connectable or connected to the coupling arrangement (1), in particular the locking element actuation (13), in such a way that during the collision emergency opening movement the pedestrian protection arrangement (32) effects the unlocking movement of the locking element (12) or prevents a or the locking movement of the locking element (12). [17] Flap arrangement according to claim 16, characterized bythat the pedestrian protection arrangement (32) has a further drive train (2) with a further drive (33) and that the further drive train (2) automatically effects the collision emergency opening movement of the flap (6) in the course of a further drive movement, preferably that the compensating movement takes place in the course of the collision emergency opening movement, further preferably that the compensating movement is effected by the further drive movement.

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