Drive arrangement for a flap, in particular a tailgate, of a motor vehicle

Abstract

The invention relates to a drive arrangement for a flap (2), in particular a tailgate, of a motor vehicle, comprising at least one gas pressure element (4) which has a cylinder (6) and a piston (8) dividing the cylinder interior (7) into two compartments, as well as a first drive connection (4a) connected to the cylinder (6) and a second drive connection (4b) connected to a piston (8), wherein the drive connections (4a, 4b) are displaceable relative to each other in the state of the drive arrangement (1) installed in a flap arrangement (5) between an open position in which the flap (2) is open and a closed position in which the flap (2) is closed, wherein the cylinder (6) is filled with a fluid, and wherein the piston (8) has a bypass channel arrangement (9) through which a piston movement is effected to equalize a pressure differential between the two compartments.A compensating flow is created through a cross-section of the overflow channel arrangement (9) between the two sub-spaces. It is proposed that the valve arrangement (10), in the intended assembled state of the gas pressure element (4), can assume an operating mode in which the valve arrangement (10) is activated and an installation mode in which the valve arrangement (10) is deactivated, and that the valve arrangement (10) can be switched from the installation mode to the operating mode by an activation actuation.

Description

[0001] The present invention relates to a drive arrangement for a flap, in particular a tailgate, of a motor vehicle according to the preamble of claim 1, a flap arrangement according to the preamble of claim 14 and a method for activating a drive arrangement for a flap, in particular a tailgate, of a motor vehicle according to the preamble of claim 15.

[0002] The prior art (DE 10 2020 119 230 A1), from which the invention is based, relates to a drive arrangement for a flap. This drive arrangement comprises a gas pressure element, wherein the gas pressure element has an externally sealed cylinder and a piston running along the cylinder axis within the cylinder interior, dividing the cylinder interior into two compartments. The gas pressure element further comprises a first drive connection, which is connected to the cylinder, and a second drive connection, which is connected to the piston. The cylinder is filled with a fluid, in particular a pressurized fluid. Both the first and the second drive connections are displaceable between an open position, in which the flap is open, and a closed position, in which the flap is closed, when the drive arrangement is installed in a flap assembly.The piston in question features a bypass channel arrangement, which, upon piston movement, creates a compensating flow between the two chambers to equalize a pressure differential. The drive arrangement also includes a switchable valve arrangement associated with the piston, which can be switched to different flow states depending on the pressure differential between the two chambers. These flow states differ in the cross-sectional size of the bypass channel arrangement.

[0003] The design of the well-known gas pressure element offers a high level of operational reliability, as the switchable valve arrangement prevents the flap, for example the tailgate, from closing unintentionally.

[0004] However, a challenge arises when the gas spring is installed as the passive side and the motor drive, as the active side, is not yet functional. In such cases, the installer may have to exert a relatively large force to close the flap when needed. Depending on the gas spring's design, it's also conceivable that, while the motor drive is inoperative, the gas spring might exert insufficient force on the flap, failing to hold it securely open. Both of these factors complicate the installation process.

[0005] The invention is therefore based on the problem of designing and further developing the known drive arrangement in such a way that a simpler and more ergonomic installation of the drive arrangement is ensured.

[0006] The above problem is solved by the features of the characterizing part of claim 1.

[0007] Here, a gas pressure element is generally understood to be an element comprising a cylinder and a piston guided coaxially to the cylinder axis. This element provides pneumatic and / or hydraulic pressure, particularly static and / or dynamic pressure, between the cylinder and the piston of the gas pressure element, whether the piston is stationary or moving relative to the cylinder. The cylinder is filled with at least one fluid, in particular a gas and / or a liquid. This gas and / or liquid may be pressurized (i.e., at a pressure above or below ambient pressure) or unpressurized (i.e., at a pressure essentially equal to ambient pressure).Preferably, the gas pressure element is formed solely by a gas spring, in particular a gas compression or gas tension spring, i.e., a cylinder-piston arrangement in which the piston is filled with a fluid under pressure, in particular overpressure. The gas pressure element can also be formed by a gas damper, i.e., a cylinder-piston arrangement in which the piston is filled with a fluid without pressure. The gas pressure element can also comprise such a cylinder-piston arrangement, in particular a gas spring and / or a gas damper, as one component, and additionally, as a further component, a spring arrangement acting parallel or coaxially to the cylinder axis and thus in the direction of action of the gas pressure element, the gas spring, or the gas damper. Therefore, the terms "gas pressure element," "gas spring," and "gas damper" are to be interpreted broadly.

[0008] In operating mode, the gas spring or gas damper of the proposed gas pressure element functions like a conventional gas spring or gas damper, which, in the usual manner, has a fluid-filled cylinder, in particular a gas and / or liquid-filled cylinder, and a piston guided within the cylinder. The gas pressure element thus utilizes the compressibility of the filled fluid, especially gas, for its spring-like or damping effect. In a gas spring, when no force is applied, the pressurized fluid presses against the cross-sectional area of ​​the piston, thereby driving apart the cylinder-side drive connection and the piston-side drive connection, through which the gas spring is coupled to the vehicle.If a certain minimum compressive force is applied externally to the gas spring via the drive connections, for example by manually or via a motorized operation of the tailgate, the two drive connections are driven towards each other. In a gas damper, whose fluid is therefore pressureless when no force is applied, the drive connections can only be moved relative to each other by an external compressive or tensile force applied via the drive connections, for example by manually or via a motorized operation of the tailgate, thereby pressurizing the fluid across the cross-sectional area of ​​the piston.

[0009] The piston, in particular its base body also referred to as the piston head, divides the cylinder interior into two compartments in both gas springs and gas dampers. A transfer channel arrangement, which is formed at least partially by the base body, allows the fluid to flow from one compartment to the other to equalize any pressure difference between them. This flow is hereinafter referred to as the equalizing flow.

[0010] When different forces are introduced into the gas pressure element by repositioning the actuator connections, the piston speed also changes accordingly. Depending on the piston speed, the pressure differential between the two compartments changes because, for example, at a high piston speed, the compensating flow cannot move quickly enough through the existing cross-section of the overflow channel arrangement from one compartment to the other, as the cross-section is too small. This causes the pressure in one of the compartments to increase, and consequently, the pressure differential between the two compartments also increases. A switchable valve arrangement can then be brought into different flow states depending on the pressure differential between the two compartments. These different flow states, achieved through varying cross-sectional areas of the overflow channel arrangement, allow for different pressure equalization between the two compartments.The switchable valve arrangement thus takes over the task of a controlled delayed pressure equalization between the two sub-spaces depending on the pressure gradient between the two sub-spaces.

[0011] The essential consideration is to provide two different states for the valve assembly: an operating mode and an installation mode. This allows the actuator assembly or the gas pressure element of the actuator assembly to be adapted to different application scenarios.

[0012] The operating mode is the state in which the valve arrangement can fulfill its intended function, namely to enable the controlled equalization of a pressure difference between the two compartments via the overflow channel arrangement, depending on the piston speed. The valve arrangement is then activated.

[0013] However, if the valve assembly is in installation mode and therefore deactivated, the valve function is at least restricted or even completely disabled. "Restricted" in this context means that switching the valve assembly is more difficult compared to operating mode, and if the valve function is completely disabled, switching is no longer possible.

[0014] If the valve assembly is deactivated and in installation mode, a different force is required to move the actuator connections relative to each other compared to the operating mode of the valve assembly.

[0015] Thus, the force required to relocate the actuator connections can be influenced by appropriately restricting or disabling the valve function, enabling ergonomic mounting of the actuator assembly in the valve assembly's installation mode. An activation actuation then switches the valve assembly to operating mode, enabling its intended function.

[0016] Specifically, it is proposed that the valve arrangement, in the intended assembled state of the gas pressure element, can assume an operating mode in which the valve arrangement is activated and an installation mode in which the valve arrangement is deactivated, and that the valve arrangement can be transferred from the installation mode to the operating mode by an activation actuation.

[0017] Claim 2 relates to a modified, in particular a faster or slower, pressure equalization in the installed mode compared to the operating mode. Since the force required to relocate the drive connections depends on the pressure difference between the two compartments that arises during the relocation of the drive connections, the force required to relocate the drive connections can be regulated very precisely by changing the pressure equalization.

[0018] Faster pressure equalization in the installed position prevents the build-up of excessive pressure differences between the two compartments of the cylinder chamber when the drive connections are moved from the extended to the retracted position. This allows the gas pressure element to be moved from the extended to the retracted position with less effort. This ensures ergonomic installation of the gas pressure element and thus the drive unit with very little effort.

[0019] Claim 3 relates to blocking the valve assembly in the installed position in various possible valve states with different cross-sectional areas of the overflow channel assembly. If the valve assembly is held in a valve position where the cross-section of the overflow channel assembly is at its maximum, this allows for the fastest possible fluid exchange and thus the fastest possible pressure equalization between the two compartments, since the volume flow rate is at its maximum. This minimizes the force required to move the actuator connections relative to each other, enabling particularly simple and ergonomic installation of the gas pressure element.

[0020] Claim 4 relates to the deactivation of the valve arrangement. This makes it possible to switch the valve arrangement from operating mode to installation mode.

[0021] Claim 5 relates to the deactivation and / or activation of the valve arrangement in a first and second displacement position by a relative displacement of the actuator connections. This enables a very simple transfer of the valve arrangement into the installation or operating mode from the outside without further intervention in the actuator device itself and without the use of tools.

[0022] Claim 6 specifies that activation is achieved by an additional rotational displacement of two functional components in the second displacement position. This ensures a very safe gas pressure element, since two distinct movements are required for activation, thus preventing accidental activation of the valve assembly.

[0023] Claim 7 relates to the deactivation of the valve assembly by relocating the actuator connections to a first overstroke position that lies outside of the open and closed positions of the actuator assembly. By providing an overstroke position that cannot be reached when installed in a flap assembly, safe deactivation of the valve assembly in the installed state is possible, and accidental deactivation of the gas pressure element in the installed state is prevented. This ensures the intended and safe operation of the gas pressure element in the installed state at all times.

[0024] Claims 8 and 9 specify the mechanism for deactivating the valve assembly by holding a valve body in a deactivation position after reaching the first overstroke position by a holding device, wherein the holding is preferably achieved by positive locking and / or frictional locking. This enables a simple and at the same time reliable deactivation. A holding device based on positive locking and / or frictional locking guarantees, on the one hand, a particularly secure holding of the valve body and, in a suitable embodiment, is also easily releasable.

[0025] Claims 10 and 11 relate to releasing a valve body held in a deactivation position to activate the valve assembly. Releasing the valve assembly by a linear displacement of the actuator ports relative to each other and by additionally rotating the cylinder and piston relative to each other enables very simple external activation of the valve assembly.

[0026] Claim 12 specifies the activation of the valve assembly by enabling it to be activated in a second overstroke position by relocating the actuator connections, preferably by rotating the cylinder and piston relative to each other. This allows for very simple activation of the valve assembly from the installation mode to the operating mode from the outside, without complicated intervention in the interior of the actuator assembly and without the use of tools. Furthermore, particularly when combining relocating the actuator connections to a second overstroke position with an additional rotation of the piston and cylinder relative to each other, it prevents the valve assembly from being accidentally switched to operating mode during assembly.

[0027] Claim 13 specifies the deactivation and activation of the valve assembly. According to this claim, deactivation can be achieved by holding the valve body with a spring-loaded detent associated with the base body, which, in the first overstroke position, can be brought into a positive-locking connection with a counter-detent associated with the valve body. Activation can be achieved by rotating and releasing the spring-loaded detent in the second overstroke position. A drive device designed in this way enables safe, simple, and quick activation and deactivation of the valve assembly, since activation and deactivation are based solely on simple displacements of the drive connections relative to each other and simple rotations of the piston rod and cylinder relative to each other.

[0028] According to a further teaching according to claim 14, which has independent significance, a flap arrangement is claimed comprising a flap, in particular a tailgate, and a drive arrangement arranged on the flap.

[0029] It is essential that the drive arrangement is designed as proposed.

[0030] Reference may be made to all explanations regarding the proposed drive arrangement.

[0031] According to a further teaching according to claim 15, which also has independent significance, a method for activating a drive arrangement for a flap, in particular a tailgate, of a motor vehicle, in particular a proposed drive arrangement, is claimed, in which at least one gas pressure element of the drive arrangement, in particular a gas spring, is provided in the assembled state, wherein the gas pressure element has an externally sealed cylinder and a piston running in the cylinder interior along the cylinder axis, dividing the cylinder interior into two partial spaces, wherein the gas pressure element has a first drive connection which is connected to the cylinder and a second drive connection which is connected to a piston, wherein the drive connections in the assembled state of the drive arrangement are positioned between an open position, in which the flap is open, and a closed position,in which the flap is closed, are displaceable relative to each other, wherein the cylinder is filled with a fluid, in particular under pressure, wherein the piston has a transfer channel arrangement, through which, in response to a piston movement, a compensating flow through a cross-section of the transfer channel arrangement between the two sub-chambers is created to equalize a pressure gradient between the two sub-chambers, and wherein a switchable valve arrangement is assigned to the piston, which, as a valve function, can be brought into different flow states depending on the pressure gradient between the two sub-chambers, which differ in the size of the cross-section of the transfer channel arrangement.

[0032] It is essential that the gas pressure element is provided in an installation mode in which the valve assembly is deactivated and that the valve assembly is transferred from the installation mode to an operating mode by an activation actuation.

[0033] Reference may be made to all statements regarding the proposed drive arrangement and the proposed flap arrangement.

[0034] The invention will now be explained in more detail with reference to a drawing that merely illustrates exemplary embodiments. The drawing shows Fig. 1 the rear area of ​​a motor vehicle with a proposed flap arrangement, which is equipped with a proposed drive arrangement, Fig. 2 a sectional view of a gas pressure element of the drive arrangement according to Fig. 1 in the resting state a) after the drive connections have been driven together in a closed position and b) after the drive connections have been driven apart in an open position, Fig. 3 a sectional view of a valve arrangement of the gas pressure element of the drive arrangement according to Fig. 1 in enlarged view a) in an open state, b) in a constricted state and c) in an overload state, Fig. 4 a sectional view of a valve arrangement of a gas pressure element of the drive arrangement according to Fig. 1 in the rest state a) in a closed position of the drive connections and b) in a first overstroke position of the drive connections and Fig. 5 a sectional view of a valve arrangement of the gas pressure element according to Fig. 1 in the rest state a) in an open position of the drive connections and b) in a second overstroke position of the drive connections and c) in the second overstroke position of the drive connections after additional twisting of piston rod and cylinder against each other.

[0035] The embodiment shown in the figures, which is preferred in this respect, relates to a drive arrangement 1 for a flap 2, in particular a tailgate of a motor vehicle.

[0036] The proposed drive arrangement 1 is used here, and preferably, for the motorized adjustment of a flap 2 of a motor vehicle. In an alternative embodiment, the proposed drive arrangement 1 can also be purely spring-driven, with at least one gas spring, or purely manually operated, with at least one gas damper. The flap 2 can be adjusted in an opening direction and / or a closing direction by means of the drive arrangement 1.

[0037] The flap 2 is, in this context, preferably a tailgate of a motor vehicle. The proposed drive arrangement 1 can be used particularly advantageously in the application of a tailgate, since tailgates have a comparatively high weight.

[0038] In principle, the proposed drive arrangement 1 can also be applied to other types of flaps on a motor vehicle. These include tailgates, hoods, and the like, as well as doors. All versions apply accordingly to other flaps.

[0039] How Fig. As shown in Figure 1, the proposed drive arrangement 1 here and preferably comprises one, here exactly one, motorized drive 3. The motorized drive 3 is, as will be explained in more detail below, here and preferably a linear drive, in particular a spindle drive.

[0040] Furthermore, the proposed drive arrangement 1 includes one, specifically exactly one, gas pressure element 4. The gas pressure element 4 is preferably a gas spring, in particular a gas compression spring. Here, preferably, the gas spring pre-tensions the flap 2 in its opening direction. The gas spring can also be a gas tension spring. It is also conceivable that the gas pressure element 4 is a gas damper, i.e., that it does not have a spring-like effect.

[0041] In the embodiment described here, a gas spring is provided as an example gas pressure element 4. However, the following explanations apply equally to the other gas pressure elements 4 mentioned.

[0042] The proposed drive arrangement 1 can, in principle, also have more than one motor drive 3 and / or more than one gas pressure element 4. In the case of the Fig. In the flap arrangement 5 shown in Figure 1, which also includes the drive arrangement 1 in addition to the flap 2 of the motor vehicle, the motor drive 3 is arranged on a first side of the flap 2 and the gas pressure element 4 or, in this case, the gas spring, is arranged on an opposite, second side of the flap 2.

[0043] The motorized drive 3, which here forms the active side of an active / passive system, is configured to open and close the flap 2. For this purpose, the drive comprises a drive unit (not shown) with an electric drive motor and optionally one or more further drive components such as an intermediate gearbox, an overload clutch, and / or a brake. A linear drive unit, preferably also not shown, is connected downstream of the drive unit. This linear drive unit comprises, in particular, a spindle and a spindle nut meshing with it. Here, and preferably, the spindle is coupled to the drive unit and is set into rotation during operation, causing the spindle nut to perform a linear movement along the spindle.

[0044] The motorized drive 3, comprising the drive unit and the linear drive, in particular a spindle-spindle nut drive, has a first drive connection 3a, in particular on the spindle side, and a second drive connection 3b, in particular on the spindle nut side, via which the drive is coupled to the motor vehicle. Here, and preferably, the drive is coupled to the flap 2 via the spindle-side drive connection 3a and to the body of the motor vehicle via the spindle-nut-side drive connection 3b. The linear drive movements of the linear drive either move the drive connections 3a and 3b apart, which corresponds to an adjustment movement of the flap 2 in its opening direction, or they move the drive connections 3a and 3b together, which corresponds to an adjustment movement of the flap 2 in its closing direction.

[0045] The gas spring, which here preferably forms the gas pressure element 4 and constitutes the passive side of the active / passive system, does not have its own motor drive 3, but instead provides a spring function. The gas spring is intended to absorb part of the weight of the flap 2 and thereby hold the flap 2, when open, near its equilibrium state or push it in the opening direction.

[0046] The gas pressure element 4 comprises, in a conventional manner, an externally sealed cylinder 6 and a piston 8 extending along the cylinder axis A within the interior space 7 enclosed radially by the cylinder 6, dividing the cylinder interior 7 into a first partial space 7a and a second partial space 7b. The piston 8 has a piston rod 8a extending along the cylinder axis A and movable relative to the cylinder 6. The piston rod 8a seals through an axial opening in the cylinder 6, with one section of the piston rod 8a located within the cylinder interior 7 and another section outside the cylinder. The piston 8 further comprises, at the section of the piston rod 8a located within the cylinder interior 7, particularly at its front end, a base body 8b, which in particular forms the piston head.The base body 8b here and preferably has a cross-section, with reference to a section in the radial direction of the cylinder, which corresponds to that of the cylinder interior 7.

[0047] The gas pressure element 4 further comprises a first drive connection 4a, which is connected to the cylinder 6, and a second drive connection 4b, which is connected to the piston 8. The cylinder 6 is filled with the pressurized fluid in such a way that the two drive connections 4a and 4b are forced apart. The fluid is in particular a compressible gas and may optionally, preferably in small quantities, also contain a liquid such as oil, for example to provide end-position cushioning.

[0048] In the unloaded state, i.e., when no external forces act on the gas pressure element 4, the two drive connections 4a, 4b are in their maximum open position, which is in the Fig. 1 and Fig. 2b) is shown. This position of the drive connections 4a, 4b relative to each other also corresponds to that shown in Fig. Figure 1 shows the flap 2 in its open position. The cylinder-side, first drive connection 4a is coupled to the flap 2, and the piston-side, second drive connection 4b is coupled to the vehicle body. It should be emphasized again that, as explained previously, the cylinder 6 can also be unpressurized, namely in the case of a gas damper instead of a gas spring.

[0049] The piston 8 has a bypass channel arrangement 9, through which a compensating flow is created between the first sub-chamber 7a and the second sub-chamber 7b in response to a piston movement to equalize a pressure gradient between the first sub-chamber 7a and the second sub-chamber 7b.

[0050] In normal operation, i.e., operation in the assembled state of the drive arrangement 1, an external force driving the drive connections 4a, 4b together, for example during motorized or manual closing of the flap 2, causes the piston 8 to move relative to the cylinder 6 out of the Fig. 2b) is deflected in the position shown, namely in the direction of the Fig. 2a) shown position, a closed position of the drive connections 4a, 4b. This closed position of the drive connections 4a, 4b corresponds here to a flap closing position (not shown), in which the flap 2 is closed. The section of the piston located in the cylinder interior 7 thus moves along the cylinder axis A through the cylinder interior 7, causing the first sub-chamber 7a and the second sub-chamber 7b of the cylinder interior 7 to change their volume. How Fig. As can be seen in Figure 2, in this embodiment, when the drive connections 4a and 4b are brought together, the volume of the sub-space decreases, while the volume of the sub-space increases. As shown in the detailed view in Figure 2, the following flows: Fig. Figure 3a) shows the fluid flowing as a compensating flow from the first sub-chamber 7a, located at the top of the cylinder interior 7, to the second sub-chamber 7b, located at the bottom of the cylinder interior 7, through the transfer channel arrangement 9. Since the fluid is filled into the cylinder 6 here, preferably under pressure, the fluid presses on the cross-sectional area of ​​the piston, here the base body 8b, and thereby constantly moves the piston 8 relative to the cylinder 6 into the position that is in Fig. 2b) is shown. The reason for this is that the cross-sectional area of ​​the piston or base body 8b is larger on the side facing away from the piston, i.e., towards the first sub-chamber 7a, than on the opposite side, since on the opposite side the cross-sectional area subjected to the fluid pressure is formed only by a ring running around the piston rod 8a. The ring area effective on the side of the second sub-chamber 7b is smaller than the area effective on the side of the first sub-chamber 7a, which corresponds to the entire cross-section of the cylinder interior 7. Accordingly, a greater pressure force acts on the piston 8 or base body 8b from the side of the first sub-chamber 7a than from the other side, which causes the piston 8 to be constantly pushed out of the cylinder 6.

[0051] Piston 8 is now associated with a switchable valve arrangement 10, which can be brought into different flow states depending on the pressure differential between the first sub-chamber 7a and the second sub-chamber 7b. These flow states differ in the size of the cross-section of the overflow channel arrangement 9. The cross-section of the overflow channel arrangement 9 refers to the cross-section available for the compensating flow during pressure equalization. When the two drive connections 4a and 4b are brought together, the pressure differential changes depending on the piston velocity v, i.e., the speed at which piston 8 moves relative to cylinder 6. As the piston velocity v increases, the compensating flow can no longer equalize the pressure differential between the first sub-chamber 7a and the second sub-chamber 7b quickly enough, so the pressure in one of the sub-chambers 7a or 7b, in this case the first sub-chamber 7a, continues to rise.Accordingly, the pressure force acting on the base body 8b and the valve arrangement 10 increases, causing the valve arrangement 10 to switch in a different flow state, which will be explained in more detail below.

[0052] When the two drive connections 4a, 4b are driven together, the valve arrangement 10 automatically switches from a constricted state to an open state when a certain pressure difference between the first and second sub-chambers is exceeded, in which it increases, and in particular maximizes, the cross-section of the overflow channel arrangement 9. In a particular embodiment, the valve arrangement can additionally switch to an overload state by increasing the cross-section of the overflow channel arrangement 9 beyond its open state when a predetermined pressure differential limit is reached.

[0053] The cross-section of the overflow channel arrangement 9 – meaning the cross-sectional area orthogonal to the flow direction of the compensating flow – is defined as follows: If the overflow channel arrangement 9 has several fluid channels that serve for fluidic connection, i.e., for guiding the compensating flow, between the two sub-chambers 7a, 7b, then the cross-section of the overflow channel arrangement 9 corresponds to the sum of all the narrowest cross-sections of the fluid channels, i.e., it is the total cross-section resulting from the sum of all individual cross-sections at the narrowest point of each fluid channel. If the overflow channel arrangement 9 has only a single such fluid channel 11, then the cross-section of the overflow channel arrangement 9 corresponds to the cross-section at the narrowest point of this fluid channel 11.

[0054] The fact that the valve arrangement 10 increases the cross-section of the overflow channel arrangement 9 means that the cross-section of the overflow channel arrangement 9 becomes larger than it was in the previous flow state, namely the constriction state described below. "Maximized" means that the cross-section of the overflow channel arrangement 9 not only becomes larger, but reaches the largest cross-section that the overflow channel arrangement 9 can provide – from the sum of all its narrowest cross-sections.

[0055] The previously described optional function, according to which the valve arrangement 10 can switch to an overload state, is in Fig. 3c) shown. Fig. Figure 3a) shows the open state of the valve arrangement 10, which is described in more detail below and which it assumes during normal operation of the gas pressure element 4. Fig. Figure 3b) shows a state of the valve arrangement 10 between the open state and the overload state, the so-called constriction state, which is described below.

[0056] Thus, here and preferably, the valve arrangement 10, particularly when the two actuator connections 4a, 4b are driven together, automatically switches to said constriction state when a predetermined lower limit for the pressure drop is exceeded, in which it reduces, and in particular minimizes, the cross-section of the overflow channel arrangement 9. Here and preferably, the cross-section of the overflow channel arrangement 9 remains open after exceeding the predetermined lower limit for the pressure drop and until the predetermined upper limit for the pressure drop is reached, i.e., in the constriction state, albeit with a smaller cross-section.

[0057] The terms "smaller" and "larger" or "lower" and "higher" are always related to each other here, meaning, for example, that the "smaller" cross-section is smaller than the "larger" cross-section.

[0058] Thus, the overflow channel arrangement 9 remains permeable. In principle, according to another [reference], [reference] Fig. 3b) In the embodiment shown, the cross-section of the overflow channel arrangement 9 is closed and therefore no longer allows flow. The constriction state is thus not necessarily a flow-through state in which the cross-section is merely reduced compared to the previous flow-through state, but the cross-section can also be completely closed. The valve arrangement 10 remains in the constriction state until either an overload occurs due to a further increase in piston speed v and a resulting increase in pressure differential, i.e., the valve arrangement 10 switches to the overload state, or until the gas pressure element 4 returns to normal operation because the piston speed v and, consequently, the pressure differential have decreased, for example, due to the elimination of an additional force acting on the flap 2, particularly during the closing process.

[0059] The fact that the valve arrangement 10 reduces the cross-section of the overflow channel arrangement 9 means that the cross-section of the overflow channel arrangement 9 becomes smaller than it was in the previous flow state, namely the open state described below. "Minimized" means that the cross-section of the overflow channel arrangement 9 not only becomes smaller, but reaches the smallest cross-section that the overflow channel arrangement 9 can provide – the sum of all its smallest cross-sections. As indicated, the smallest cross-section can also mean that the overflow channel arrangement 9 is then closed and no flow can pass through it.

[0060] Exceeding a predetermined lower limit means that the pressure gradient continues to increase until the predetermined lower limit is reached, but does not yet cause the valve arrangement 10 to switch. Only when the lower limit is exceeded does the valve arrangement 10 switch automatically, thereby reducing the cross-section of the overflow channel arrangement 9.

[0061] By reducing the cross-section of the overflow channel arrangement 9, the damping, also referred to as damping force, exerted on the piston 8 as it moves in the cylinder 6 increases. This counteracts the piston movement, i.e., the movement of the piston in the cylinder 6. Thus, the damping counteracts the force introduced into the gas pressure element 4, which drives the actuator connections 4a and 4b together, thereby reducing the piston velocity v, assuming a constant or lower force introduced into the gas pressure element 4. The adjustment movement, in particular the closing movement, of the flap 2 is thereby slowed down.

[0062] How Fig. As shown in Figure 3a), the valve arrangement 10, particularly when the two actuator connections 4a, 4b are driven together, is in an open state during normal operation of the gas pressure element 4, in which the overflow channel arrangement 9 has a cross-section that is larger than in the constricted state and / or smaller than in the optional overload state. This also applies to the [unclear text] in the Fig. 2a) and b) show the respective rest states of the gas pressure element 4 when it is not in operation and the two actuator ports 4a, 4b are therefore stationary relative to each other, in which case there is no pressure differential at all. Additionally or alternatively, it can be provided that, particularly when the two actuator ports 4a, 4b are driven together, the valve arrangement 10 can automatically switch from an open state, in which the overflow channel arrangement 9 has a cross-section that is larger than in the constricted state and / or smaller than in the overload state, to the optional overload state when the pressure differential increases.

[0063] It is essential that the valve assembly 10, in the properly assembled state of the gas pressure element 4, can assume an operating mode in which the valve assembly 10 is activated and an installation mode in which the valve assembly 10 is deactivated. The properly assembled state is the state in which all functionally essential components of the gas pressure element 4 have been assembled to form a gas pressure element 4 and the gas pressure element 4 is assembled in such a way that it can be properly mounted on the motor vehicle.

[0064] Furthermore, it is essential that the valve assembly 10 can be switched from installation mode to operating mode by means of an activation actuation. In this context, an activation actuation is any direct or indirect physical influence on a valve assembly 10 in installation mode that causes it to be switched to operating mode, enabling it to perform its intended function, namely the controlled equalization of a pressure difference between the first sub-chamber 7a and the second sub-chamber 7b via the overflow channel assembly 9, depending on the piston velocity v, during a displacement of the actuator connections 4a, 4b. An activation actuation is, in particular, a manual actuation by the user or installer. The activation actuation can be carried out before and / or after the intended installation.

[0065] Furthermore, it is preferably provided that in installation mode the pressure equalization between the two sub-chambers 7a, 7b is enabled at a different, in particular higher or lower, speed than in operating mode.

[0066] In this context, the pressure equalization rate is the time required for a substantially complete equalization of a dynamic pressure difference between the first sub-chamber 7a and the second sub-chamber 7b to occur when the actuator connections 4a and 4b are displaced relative to each other, resulting in a pressure difference. The dynamic pressure difference is, in this case, the pressure difference that arises solely from the relative displacement of the actuator connections 4a and 4b and the resulting volume difference between the first sub-chamber 7a and the second sub-chamber 7b, and which is equalized via the valve as described above during the displacement. It should be clarified that the different pressure equalization rate in the installed mode compared to the operating mode refers to a substantially identical displacement rate of the actuator connections 4a and 4b relative to each other.

[0067] If the gas pressure element is designed such that, in installation mode, pressure equalization between the first sub-chamber 7a and the second sub-chamber 7b is enabled at a higher rate compared to operating mode, then correspondingly less force is required to displace the first drive connection 4a relative to the second drive connection 4b in installation mode. This is particularly advantageous when the drive connections 4a and 4b need to be displaced relative to each other during installation in a motor vehicle in order to fit the gas pressure element 4 into a flap 2. This demonstrates, in particular, how an ergonomic and energy-saving installation of the gas pressure element 4 in a motor vehicle can be achieved.

[0068] If, according to an alternative embodiment, the gas pressure element is designed such that, in installation mode, pressure equalization between the first sub-chamber 7a and the second sub-chamber 7b is enabled at a lower rate compared to operating mode, a correspondingly higher force must be applied to displace the first drive connection 4a relative to the second drive connection 4b in installation mode. This can be advantageous, for example, if the gas pressure element 4 assumes a supporting function when installed in the flap 2, thus assisting in holding the flap 2, thereby reducing the force required by the installer.

[0069] Furthermore, and preferably, it is provided that the valve arrangement 10, in operating mode, can be switched at least into the constricted state, in which the cross-section of the overflow channel arrangement 9 is minimal, and the open state, in which the cross-section of the overflow channel arrangement 9 is larger than in the constricted state, and in particular into the optional overload state, in which the cross-section of the overflow channel arrangement 9 is larger than in the open state, and that the valve arrangement 10 is blocked in one of these valve states in the installed mode. For clarification, it should be mentioned here that "blocked" in this context means that the valve arrangement 10 is, in particular, deactivated and that the cross-section of the overflow channel arrangement 9 cannot be changed by a dynamic pressure difference between the two compartments after the valve arrangement 10 has been blocked.By blocking the valve arrangement 10 in one of the aforementioned positions, pressure equalization takes place at a different rate between the first sub-chamber 7a and the second sub-chamber 7b in the installation mode compared to the operating mode.

[0070] If the valve assembly 10 is blocked in the valve position in which the cross-section of the overflow channel assembly 9 is at its largest, a maximum volume flow can pass between the two sub-chambers 7a, 7b through the maximum cross-section of the overflow channel assembly 9, thereby equalizing the pressure at the highest possible velocity via the overflow channel assembly 9. This very simply minimizes the force required to move the actuator connections 4a, 4b. This is the case, for example, when the valve assembly 10 is, as in Fig. 3c) is shown, in which the overload condition is blocked. In such a position, a particularly simple relocation of the drive connections 4a, 4b and thus a particularly ergonomic installation of the gas pressure element 4 can be achieved. This demonstrates in particular how an installation mode in which the valve arrangement 10 is deactivated in this way enables an ergonomically advantageous installation of the gas pressure element 4 for the installer.

[0071] Preferably, the valve arrangement 10 can be switched from operating mode to installation mode by means of a deactivation actuation. In this context, a deactivation actuation is any direct or indirect physical influence on a valve arrangement 10 in operating mode that prevents the valve arrangement 10 from fulfilling its intended function, namely, enabling the controlled equalization of a pressure difference between the first sub-chamber 7a and the second sub-chamber 7b via the overflow channel arrangement 9 as a function of the piston velocity v. Such an embodiment allows, for example, the manufacture and assembly of a gas pressure element 4 directly in the operating state. In this state, tests for proper functioning can be carried out, for example, as part of a quality control check, thus ensuring that the gas pressure element 4 functions as intended.After successful quality control, the valve assembly 10 can be deactivated and put into installation mode, either by the manufacturer or by the installer before installation. This ensures the proper function of the gas pressure element 4 and allows for ergonomic installation of the gas pressure element 4 in a motor vehicle.

[0072] Furthermore, it is preferably provided that the valve arrangement 10 is deactivated by an axial first relative displacement of the drive connections 4a, 4b to each other and reaching a first displacement position and / or that the valve arrangement 10 is activated or can be activated by an axial second relative displacement of the drive connections 4a, 4b to each other and reaching a second displacement position.

[0073] As proposed, the first displacement position can be identical to the second displacement position, allowing such a valve arrangement 10 to be both deactivated and activated in the same displacement position. Preferably, however, the first displacement position is different from the second displacement position. Since this requires two different displacements of the actuator ports 4a, 4b relative to each other for deactivation or activation of the valve arrangement 10, and accordingly two different displacement positions must be achieved for activation or deactivation, the risk of accidental activation or deactivation of the valve arrangement 10 is very low. It should be clarified that, generally, an axial relative displacement of the actuator ports 4a, 4b is understood to mean both a parallel and a coaxial displacement of the actuator ports 4a, 4b with respect to the cylinder axis A.

[0074] Furthermore, it is preferably provided that the valve arrangement 10 is activated or can be activated by the second relative displacement of the drive connections 4a, 4b and reaching the second displacement position and an additional subsequent rotational displacement of two functional components.

[0075] In such a preferred embodiment, the two drive connections 4a, 4b must first be moved into the second displacement position by means of the second relative displacement. The valve assembly 10 is then activated only when, in the second displacement position, two functional components are additionally rotated relative to each other, i.e., for example, twisted against each other. In this context, functional components are all components relevant to the intended function of the gas pressure element 4, such as piston 8, cylinder 6, or the valve assembly 10. Consequently, it is highly unlikely that the valve assembly 10 will be activated accidentally, since two different displacements must be performed for activation.

[0076] Preferably, the actuator connections 4a, 4b can be displaced as a first relative displacement from the direction of the open position, beyond the closed position, into a first overstroke position, in which the deactivation of the valve arrangement 10 takes place. By means of an additional force acting on the actuator connections 4a, 4b from the direction of the open position, the actuator connections 4a, 4b can now be displaced beyond the closed position into an overstroke position, in which the deactivation of the valve arrangement 10 takes place.

[0077] It should be clarified that this overstroke position can only be reached if the gas pressure element 4 is not installed in a flap 2. Since the closed position of the gas pressure element 4 is always reached when the flap 2 reaches its closed position, the overstroke position is not reached per se when the flap 2 is closed. Therefore, the overstroke position can generally only be reached when the gas pressure element 4 is not installed, if a force moves the actuator connections 4a, 4b beyond the closed position—that is, beyond the position the actuator connections 4a, 4b would assume if the gas pressure element 4 were installed in a flap 2 and the flap were closed—into the overstroke position as the first displacement position.

[0078] This demonstrates how a particularly safe gas pressure element 4 can be implemented, since accidental deactivation of the valve arrangement 10 in the state installed in a flap 2, as described above, is impossible. This ensures the intended function of the gas pressure element 4 at all times when it is installed in a motor vehicle.

[0079] In a further embodiment, it is preferably provided that the piston 8 has a piston rod 8a and a base body 8b arranged on the piston rod 8a, in particular an axially fixed base body 8b. This base body 8b is, in particular, at least partially sealed against the inner surface of the cylinder 6. The valve arrangement 10, in turn, has a valve body 12 that is movable here and preferably relative to the base body 8b, and which is axially movable, in particular, relative to the base body 8b, and is arranged here and preferably within the base body 8b, preferably radially within the base body 8b.

[0080] Here, the overflow channel arrangement 9 is formed between the base body 8b and the valve body 12, and the valve body 12 can be switched to several positions relative to the base body 8b of the piston, here and preferably in the form of an open position ( Fig. 3a)), which corresponds to the open state, a constricted position ( Fig. 3b)), which corresponds to the narrowing state, and / or an overload position ( Fig. 3c)), which corresponds to the overload condition, adjustable.

[0081] The valve body 12 is movable here, and preferably during the first relative displacement of the drive connections 4a, 4b in the direction of the first overstroke position relative to the base body 8b, and is preferably guided along the cylinder axis A on, and in particular in, the base body 8b, as shown in Fig. 4 a) and Fig. 4 b) shown.

[0082] Preferably and as in Fig. As also shown in Figure 3, the valve body 12 is subjected to force when it is deflected from its initial position, which it holds when the gas pressure element 4 is at rest. For this purpose, a valve spring arrangement 13 with at least one valve spring 14 is provided, wherein the valve spring arrangement 13, or the at least one valve spring 14, interacts with the valve body 12 in such a way that, from its initial position, the valve body 12 is subjected to spring force relative to the base body 8b, preferably towards its open position. The valve body 12 is in Fig. 3 can be deflected downwards towards the piston rod 8a and, at least in the deflected state, is acted upon by the valve spring assembly 13 in the upward direction towards its open position. In the rest state and during normal operation of the gas pressure element 4, the valve assembly 10 is therefore always in the open state. In principle, the valve body 12 can be either spring-free or spring-actuated in the open state of the valve assembly 10.

[0083] In another embodiment, not shown here, the described switching processes are also conceivable in the opposite direction, either additionally or alternatively. The valve body 12 could then be deflected from its initial position, which it holds when the gas pressure element 4 is at rest, additionally or alternatively in the opposite direction, here away from the piston rod 8a, against a force, in particular against a spring force provided by the valve spring assembly 13.

[0084] In any case, it is preferably the case here that the respective valve spring 14 is compressed according to the pressure gradient between the two sub-chambers 7a, 7b. The spring characteristic of the respective valve spring 14 is preferably selected such that, depending on the piston speed v, the valve body 12 assumes the switching position (overload position, constriction position, open position) that corresponds to the pressure gradient present at that time.

[0085] The piston 8 here and preferably has a holding device 15 with which the valve body 12 can be held in a deactivation position when the actuator connections 4a, 4b are moved into the first overstroke position ( Fig. 4b)). Here, and preferably, by reaching the deactivation position, the valve body 12 is brought into the constricted position, the open position, or the overload position and is in one of these valve positions, in Fig. 4b) shown, held by means of the overtravel position.

[0086] In this context, a holding device 15 is any element that can hold the valve body 12 in the aforementioned deactivation position. Here, and preferably, this holding device 15 is configured to hold the valve body 12 by means of a positive fit, in particular a snap-fit ​​connection, and / or by means of a force fit, in particular a clamping connection.

[0087] Preferably, the drive arrangement 1 includes a release device 16 for releasing a valve body 12 held in a deactivation position in order to activate the valve arrangement 10. Here, and preferably, a valve body 12, which, as described above, has been brought into the constricted position, the open position, or the overload position by reaching the deactivation position and is held in one of these valve positions, is released again.

[0088] In this context, a release device 16 is any element that can release a valve body 12 held by a holding device 15, thus removing it from the deactivation position held by the holding device 15. Here, and preferably, the release occurs upon reaching the second displacement position and / or by rotating cylinder 6 and piston 8 relative to each other about a common geometric axis, which is particularly coaxial or parallel to the cylinder axis A. The combination of a first displacement of the drive connections 4a, 4b, reaching the second displacement position, and subsequent rotation of cylinder 6 and piston 8 relative to each other is particularly preferred.

[0089] Preferably, the release device 16 is configured to release a valve body 12 held in the deactivation position by a positive locking and / or force locking mechanism during activation.

[0090] Furthermore, and preferably, it is provided that the drive connections 4a, 4b can be displaced as a second relative displacement from the direction of the closed position, across the open position, into a second overstroke position, in which the activation of the valve arrangement 10 takes place or can take place. Here, and preferably, the valve arrangement 10 can be activated in the second overstroke position by an additional rotation of cylinder 6 and piston 8 relative to each other about the common geometric axis.

[0091] The following will now be based on the representation in Fig. 4 and Fig. 5 particularly preferred embodiments of the gas pressure element 4 are described.

[0092] Accordingly, it is provided that piston 8, piston rod 8a, base body 8b, valve body 12 and cylinder 6 have a common geometric axis and that cylinder 6 has an end stop 17. In this context, the end stop 17 is an element against which the base body 8b abuts, i.e., makes contact, when the drive connections 4a, 4b have been moved into the second overstroke position by the second relative displacement.

[0093] Here, and preferably, the piston rod 8a has a base body 8b rotatable with respect to the piston rod 8a, with at least one spring-loaded locking element 18, and the valve body 12 has at least one counter-locking element 19 associated with the at least one locking element 18. In this context, a spring-loaded locking element 18 is any element under spring tension that can interact with an associated counter-locking element 19. Here, and preferably, the locking element 18 can form a positive-locking connection with the associated counter-locking element 19 in the form of a detent connection, in particular a releasable detent connection. Preferably, and as in Fig. 4a) and Fig. As shown in Figure 4b), the locking element 18 is a spring-loaded locking hook 20 which can engage in a corresponding counter-locking element 19, here in the form of a projection 21. In another embodiment, however, the counter-locking element 19 can also be associated with the base body 8b and the spring-loaded locking element 18 with the valve body 12.

[0094] Here, and preferably, and as in Fig. 5a) and Fig. As shown in Figure 5b), the release device 16 can have an element 22 arranged on the piston rod 8a and rotationally fixed to the piston rod 8a, which has at least a first circumferential section 23 with a first distance to the geometric drive axis and at least a second circumferential section 24 with a second distance to the geometric drive axis that is greater than the first distance. The second distance can be contacted with the spring-loaded locking element 18 or the counter-locking element 19.

[0095] If the valve arrangement 10 is located as shown in Fig. 4a) shown, in the operating mode, it can be switched to the installation mode by moving the drive connections 4a, 4b into an overstroke position according to Fig. 4b). For this purpose, the valve body 12 is moved by the first relative displacement of the actuator connections 4a, 4b beyond the closed position, which is in Fig. 4a) is shown, shifted further and further downwards in relation to the base body 8b until the first overstroke position ( Fig. 4b)) of the drive connections 4a, 4b is reached and the valve body 12 has been displaced downwards to such an extent that the spring-loaded locking element 18 associated with the base body 8b, here and preferably in the form of the spring-loaded locking hook, is brought into a positive locking connection with the counter-locking element 19 of the valve body 12, here and preferably in the form of the projection 19. For displacing the valve body 12, the first partial chamber 7a here and preferably has a valve adjusting element 25, here in the form of a pin 26, arranged coaxially to the cylinder axis A and extending from its first end on the drive connection side towards the valve body 12.During the initial relative displacement of the actuator connections 4a, 4b towards the first overstroke position, the valve body 12 is pressed against the pin 26 and, accordingly, the valve body 12 is pressed downwards against the spring force of the valve spring 14 relative to the base body 8b until the spring-loaded detent hook 20 engages in the projection 21. This detent connection, preferably in the form of a snap-fit ​​connection between the spring-loaded detent element 18 (here in the form of the spring-loaded detent hook 20) ​​and the counter-detent element 19 (here in the form of the projection 21), allows the valve body 12 to be held in the deactivation position and the valve assembly 10 to be deactivated. Such an embodiment guarantees very simple and reliable deactivation of the valve assembly 10.

[0096] It is further preferably provided that the end stop 17 can contact the valve body 12 in the second overstroke position. The base body 8b is preferably fixed to the cylinder 6 in the second overstroke position with the end stop 17 in a rotationally fixed manner, and the rotationally fixed element 22 can be brought into a position relative to each other in the second overstroke position by rotating the cylinder 6 and piston rod 8a, in which the second section of the rotationally fixed element 22 can release the positive locking between the spring-loaded locking element 18, here in the form of the spring-loaded locking hook 20, and the counter-locking element 19, here in the form of the projection 21, against the spring tension of the spring-loaded locking element 18, here the spring-loaded locking hook 20, in order to activate the valve assembly 10.

[0097] To prevent rotation of the base body 8b against the end stop 17, the base body 8b can have a first coupling element 27 pointing towards the end stop 17, and the end stop 17 can have a second coupling element 28 pointing towards the base body 8b, together forming a coupling 29. Preferably, the first coupling element 27 has first projections 30 and the second coupling element 28 has second projections 31, which are formed as negatives of the first projections 30.

[0098] When the drive connections 4a, 4b are moved into the second overstroke position and the end stop 17 is reached, in Fig. As shown in Figure 5b), the first coupling element 27 is brought into contact with the second coupling element 28, thereby engaging the coupling 29. Here, and preferably, the coupling elements 29 are positively engaged with each other when the coupling 29 is engaged. Alternatively or additionally, it can be provided that the first coupling element 27 and the second coupling element 28 are frictionally engaged with each other when the coupling 29 is engaged. Because the end stop 17 is arranged in a rotationally fixed manner on the cylinder 6, the base body 8b is held rotationally fixed by the first coupling element 27 of the base body 8b and the second coupling element 28 of the end stop 17 when the second overstroke position is reached, so that the base body 8b cannot rotate relative to the end stop 17 and thus to the cylinder 6.

[0099] In this second overstroke position, cylinder 6 and piston rod 8a are additionally rotated relative to each other ( Fig. 5 b)), it is provided here, and preferably, that the second section of the element 22, which is rotationally fixed to the piston rod 8a, acts against the spring tension of the detent hook 20 and can release the positive locking between the spring-loaded detent hook 20 and the projection 21. This is achieved here, and preferably, by the fact that the rotationally fixed element 22 is initially in a position before the rotation in which the first circumferential section 23 does not act against the spring tension of the spring-loaded detent hook 20 in such a way that the positive locking between the spring-loaded detent hook 20 and the projection 21 is released ( Fig. 5 Section AA)). During the rotation of cylinder 6 and piston rod 8a relative to each other, the rotationally fixed element 22 is rotated in relation to the spring-loaded detent hook 20 such that the first circumferential section 23 moves away from the spring-loaded detent hook 20 and the second circumferential section 24 moves towards the spring-loaded detent hook 20. Since the second circumferential section 24 has a second distance to the geometric drive axis that is greater than the first distance, during the rotation of cylinder 6 and piston rod 8a relative to each other, the spring-loaded detent hook 20 is moved away from the projection 21 against the spring force in such a way that the positive locking between the spring-loaded detent hook 20 and the projection 21 is as shown in Fig. 5c) Section BB is shown, which is solved, thereby activating the valve arrangement 10.

[0100] Such a gas pressure element 4 design has a very simple construction and can be manufactured cost-effectively using known components. Furthermore, it ensures safe and easy activation and deactivation of the valve assembly 10 from the outside, i.e., without interfering with the gas pressure element 4 itself. Due to the different displacements of the actuator connections 4a, 4b in the first and second overstroke positions, and the additional rotation of cylinder 6 and piston rod 8a relative to each other in the second overstroke position, accidental activation while the valve assembly 10 is in installation mode and accidental deactivation while the valve assembly 10 is in operating mode are prevented. This provides a very safe gas pressure element 4 for both the installer and the user of a vehicle equipped with such a gas pressure element 4.

[0101] A flap arrangement 5 is also proposed, comprising a flap 2, in particular a tailgate, and a drive arrangement 1 arranged on the flap 2.

[0102] It is essential that the drive arrangement 1 is designed as described above.

[0103] Reference may be made to all explanations regarding the proposed drive arrangement 1.

[0104] Furthermore, a method for activating a drive arrangement 1 for a flap 2, in particular a tailgate, of a motor vehicle, in particular a drive arrangement as described above, is proposed, wherein at least one gas pressure element 4 of the drive arrangement 1, in particular a gas spring, is provided in the assembled state, wherein the gas pressure element 4 has an externally sealed cylinder 6 and a piston 8 running in the cylinder interior 7 along the cylinder axis A, dividing the cylinder interior 7 into two partial spaces, wherein the gas pressure element 4 has a first drive connection 4a, which is connected to the cylinder 6, and a second drive connection 4b, which is connected to a piston 8, wherein the drive connections 4a, 4b in the assembled state of the drive arrangement 1 are positioned between an open position in which the flap 2 is open and a closed position in which the flap 2 is closed.are displaceable relative to each other, wherein the cylinder 6 is filled with a fluid, in particular under pressure, wherein the piston 8 has a transfer channel arrangement 9, through which, in response to a piston movement, a compensating flow through a cross-section of the transfer channel arrangement 9 between the two sub-chambers is created, and wherein the piston 8 is assigned a switchable valve arrangement 10, which, as a valve function, can be brought into different flow states depending on the pressure gradient between the two sub-chambers, which differ in the size of the cross-section of the transfer channel arrangement 9.

[0105] The essential point here is that the gas pressure element 4 is provided in an installation mode in which the valve arrangement 10 is deactivated, and that the valve arrangement 10 is transferred from the installation mode to an operating mode by an activation actuation.

[0106] Reference may be made to all the details relating to the proposed drive arrangement 1 and the proposed flap arrangement 5. QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] DE 10 2020 119 230 A1

[0002]

Claims

[1] Drive arrangement for a flap (2), in particular a tailgate of a motor vehicle, comprising at least one gas pressure element (4), in particular a gas spring, wherein the gas pressure element (4) has an externally sealed cylinder (6) and a piston (8) running in the cylinder interior (7) along the cylinder axis (A), dividing the cylinder interior (7) into two partial spaces, wherein the gas pressure element (4) has a first drive connection (4a) connected to the cylinder (6) and a second drive connection (4b) connected to a piston (8), wherein the drive connections (4a, 4b) are displaceable relative to each other in the state of the drive arrangement (1) installed in a flap arrangement (5) between an open position in which the flap (2) is open and a closed position in which the flap (2) is closed, wherein the cylinder (6) is filled with a fluid, in particular a pressurized fluid,wherein the piston (8) has a bypass channel arrangement (9) by which, in response to piston movement, a compensating flow through a cross-section of the bypass channel arrangement (9) between the two sub-chambers is generated, and wherein the piston (8) is associated with a switchable valve arrangement (10) which, as a valve function, can be brought into different flow states depending on the pressure gradient between the two sub-chambers, which differ in the size of the cross-section of the bypass channel arrangement (9), . characterized by , that the valve arrangement (10) in the gas pressure element (4) as intended can assume an operating mode in which the valve arrangement (10) is activated and an installation mode in which the valve arrangement (10) is deactivated and that the valve arrangement (10) can be transferred from the installation mode to the operating mode by an activation actuation. [2] Drive arrangement according to claim 1, characterized by , that in installation mode the pressure equalization between the two sub-spaces is enabled at a different rate compared to the operating mode, preferably that in installation mode the pressure equalization between the two sub-spaces is enabled at a higher rate compared to the operating mode, or that in installation mode the pressure equalization between the two sub-spaces is enabled at a lower rate compared to the operating mode. [3] Drive arrangement according to claim 1 or 2, characterized by, that the valve arrangement (10) in operating mode can be switched at least into a constricted state in which the cross-section of the overflow channel arrangement (9) is minimal, and an open state in which the cross-section of the overflow channel arrangement (9) is larger than in the constricted state, and in particular into an overload state in which the cross-section of the overflow channel arrangement (9) is larger than in the open state, and that the valve arrangement (10) in installation mode is blocked in one of these valve states, preferably that the valve arrangement (10) is blocked in the valve state in which the cross-section of the overflow channel arrangement (9) is largest, further preferably that the valve arrangement (10) is blocked in the overload state. [4] Drive arrangement according to one of the preceding claims, characterized by , that the valve arrangement (10) can be switched from the operating mode to the installation mode by means of a deactivation actuation. [5] Drive arrangement according to one of the preceding claims, characterized by , that the valve arrangement (10) is deactivated by an axial first relative displacement of the drive connections (4a, 4b) to each other and reaching a first displacement position, and / or that the valve arrangement (10) is activated or can be activated by an axial second relative displacement of the drive connections (4a, 4b) to each other and reaching a second displacement position, preferably that the first displacement position is different from the second displacement position. [6] Drive arrangement according to claim 5, characterized by , that the valve arrangement (10) is activated or can be activated by the second relative displacement of the drive connections (4a, 4b) and reaching the second displacement position and an additional subsequent rotational displacement of two functional components. [7] Drive arrangement according to claim 5 or 6, characterized by, that the drive connections (4a, 4b) can be moved as a first relative displacement from the direction of the opening position across the closed position into a first overstroke position as a first displacement position in which the deactivation of the valve arrangement (10) takes place. [8] Drive arrangement according to claim 7, characterized bythat the piston (8) has a piston rod (8a) and a base body (8b) arranged on the piston rod (8a), that the valve arrangement (10) has a valve body (12) movable relative to the base body (8b), which is in particular arranged within the base body (8b), that the overflow channel arrangement (9) is formed between the base body (8b) and the valve body (12), that the valve body (12) is adjustable relative to the base body (8b) of the piston into several switching positions comprising an open position corresponding to the open state, a constricted position corresponding to the constricted state, and / or an overload position corresponding to the overload state, and that the valve body (12) is movable relative to the base body (8b) in the direction of the first overstroke position during the relative displacement of the actuator connections (4a, 4b), and preferably that the piston (8) has a holding device (15).with which the valve body (12) can be held in a deactivation position when the actuator connections (4a, 4b) are moved into the first overstroke position, further preferably that upon reaching the deactivation position the valve body (12) is brought into and held in the constriction position, the open position, or the overload position. [9] Drive arrangement according to claim 8, characterized by that the holding device (15) is designed to hold the valve body (12) by means of a positive locking, in particular a snap-fit ​​connection, and / or by means of a force locking, in particular a clamping connection. [10] Drive arrangement according to any one of claims 5 to 9, characterized by, that the drive arrangement (1) has a release device (16) for releasing a valve body (12) held in a deactivation position in order to activate the valve arrangement (10), preferably that the release takes place when the second displacement position is reached and / or by rotating the cylinder (6) and piston (8) relative to each other about a common geometric axis, which in particular runs coaxially or parallel to the cylinder axis (A). [11] Drive arrangement according to claim 10, characterized by , that the release device (16) is designed to release a valve body (12) held in the deactivation position by a positive locking and / or force locking mechanism during activation. [12] Drive arrangement according to any one of claims 4 to 11, characterized by, that the drive connections (4a, 4b) can be displaced as a second relative displacement from the direction of the closed position across the open position into a second overstroke position as a second displacement position, in which the activation of the valve arrangement (10) takes place or can take place, preferably that the valve arrangement (10) can be activated in the second overstroke position by additionally rotating the cylinder (6) and piston (8) relative to each other about the common geometric axis. [13] Drive arrangement according to claims 10 to 12, characterized by, that the piston (8), piston rod (8a), base body (8b), valve body (12) and cylinder (6) have a common geometric axis, the cylinder (6) has an end stop (17) and the piston rod (8a) has a base body (8b) rotatable relative to the piston rod (8a) with at least one spring-loaded detent element (18), and the valve body (12) has at least one counter-detent element (19) associated with the at least one detent element (18), and the release device (16) has an element (22) arranged on the piston rod (8a) and rotationally fixed relative to the piston rod (8a), which has at least one first circumferential section (23) with a first distance to the geometric drive axis and at least one second circumferential section (24) with a second distance to the geometric drive axis which is greater than the first distance, and the second distance is contactable with the spring-loaded detent element (18) or the counter-detent element (19), preferably,that the spring-loaded locking element (18) in the first overstroke position can be brought into a positive-locking connection with the counter-locking element (19) of the valve body (12) in the form of a snap connection between the spring-loaded locking element (18) and the counter-locking element 19 in order to hold the valve body (12) in the deactivation position and to deactivate the valve assembly (10), further preferably that the end stop (17) in the second overstroke position can be made to contact the valve body (12), and that the base body (8b) in the second overstroke position can be held in a rotationally fixed position relative to the cylinder (6) with the end stop (17), and that the rotationally fixed element (22) in the second overstroke position can be brought into a position relative to each other by rotating the cylinder (6) and the piston rod (8a).in which the second section of the rotationally fixed element (22) can release the positive locking between the spring-loaded locking element (18) and the counter-locking element (19) against the spring tension of the spring-loaded locking element (18) in order to activate the valve arrangement (10). [14] Flap assembly comprising a flap (2), in particular a tailgate, and a drive assembly (1) arranged on the flap (2), characterized by , that the drive arrangement (1) is configured according to one of the preceding claims. [15] Method for activating a drive arrangement for a flap, in particular a tailgate, of a motor vehicle, in particular according to one of claims 1 to 13, wherein at least one gas pressure element (4) of the drive arrangement (1), in particular a gas spring, is provided in the assembled state, wherein the gas pressure element (4) has an externally sealed cylinder (6) and a piston (8) running in the cylinder interior (7) along the cylinder axis (A), dividing the cylinder interior (7) into two partial spaces, wherein the gas pressure element (4) has a first drive connection (4a) connected to the cylinder (6) and a second drive connection (4b) connected to a piston (8), wherein the drive connections (4a, 4b) in the assembled state of the drive arrangement (1) are positioned between an open position in which the flap (2) is open and a closed position in which the flap (2) is closed.are displaceable relative to each other, wherein the cylinder (6) is filled with a fluid, in particular under pressure, wherein the piston (8) has a transfer channel arrangement (9) through which, in response to a piston movement, a compensating flow through a cross-section of the transfer channel arrangement (9) between the two sub-chambers is generated, and wherein a switchable valve arrangement (10) is assigned to the piston (8), which, as a valve function, can be brought into different flow states depending on the pressure gradient between the two sub-chambers, which differ in the size of the cross-section of the transfer channel arrangement (9), . characterized by , that the gas pressure element (4) is provided in an installation mode in which the valve assembly (10) is deactivated and that the valve assembly (10) is transferred from the installation mode to an operating mode by an activation actuation.

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