Drive assembly for a flap of a motor vehicle having a body

Abstract

The invention relates to a drive assembly for a flap (2) of a motor vehicle (3) having a body (4), wherein: the drive assembly (1) has a first drive train (5); the first drive train (5) has at least one first drive (6) having a body-side first drive connection (7) and having a flap-side first drive connection (7); an opening movement of the flap (2) from a closed position into an open position can be effected by means of the first drive (6); the drive assembly (1) has a second drive train (8); the second drive train (8) has a second drive (9); an emergency opening movement of the flap (2) from the closed position into a collision position can be effected by means of the second drive (9); the first drive train (5) has a coupling assembly (11) having a first coupling element (12) and a second coupling element (13); when the coupling assembly is in a decoupled state, the first coupling element (12) and the second coupling element (13) are decoupled from one another such that the coupling elements (12, 13) perform a compensating movement during the course of the emergency opening movement; and when the coupling assembly (11) is in a coupled state, the first coupling element (12) and the second coupling element (13) are coupled to one another such that the compensating movement is prevented. It is proposed that, during the course of the opening movement of the flap (2) from the closed position of the flap (2), the coupling assembly (11) is transferred from the decoupled state into the coupled state, and during the course of a closing movement of the flap (2), after which the flap (2) is situated in the closed position again, said coupling assembly is transferred from the coupled state into the decoupled state.

Description

[0001] Drive arrangement for a flap of a motor vehicle with a body

[0002] The present invention relates to a drive arrangement for a flap of a motor vehicle with a body according to the preamble of claim 1 and a flap arrangement of a motor vehicle according to claim 13 and a drive train for use as a first drive train in a proposed drive arrangement according to the preamble of claim 14 and a method for operating a proposed drive arrangement and / or a proposed flap arrangement according to the preamble of claim 15.

[0003] The drive assembly in question is used in the context of the power-operated adjustment of any flap of a motor vehicle with a body. Such a flap is, in particular, a front hood, for example, a bonnet or trunk lid, located at the front of the vehicle. Such a flap can also be a tailgate, a cargo area floor, or even a door of a motor vehicle. In this respect, the term "flap" is to be understood broadly in this context.

[0004] The known prior art (DE 10 2018 125 800 A1), from which the invention is based, relates to a drive arrangement according to the preamble of claim 1. The drive arrangement essentially has two drive trains, each having a drive. An opening movement of the flap can be effected via the first drive train, which is coupled to a flap and a body of a motor vehicle via corresponding drive connections, of the first drive train, whereby the flap is moved from a closed position to an open position. The first drive train thus fulfills a comfort function in that the flap can be opened automatically as needed. An emergency opening movement of the flap can be effected via the second drive of the second drive train, whereby the flap is moved from the closed position to a collision position. This can occur, for example, as a result of an accident or in anticipation of an accident.In the collision position, the flap is raised so that any persons involved in the accident can be better protected because, for example, the flap is located at a greater distance from the components of the motor vehicle arranged beneath the flap and the comparatively rigid body, and is therefore more flexible. The second drive train therefore fulfills a safety function. In the known drive arrangement, the first drive train is coupled to both the flap and the body. In order to prevent any blockage of the emergency opening movement brought about by the second drive of the second drive train by the unactuated first drive train, a relative displacement of at least part of the first drive train with respect to the flap and / or the body is necessary due to the design. For this reason, the drive arrangement has a coupling arrangement with decoupleable coupling elements.When the coupling assembly is coupled, a compensating movement in which the coupling elements are moved relative to one another is prevented. When the coupling assembly is decoupled, the coupling elements can undergo the compensating movement during the emergency opening movement of the flap, thus resulting in the required relative displacement.

[0005] Although the known drive arrangement has proven extremely successful in the past, it has the disadvantage that the transition of the coupling arrangement from the coupled state to the uncoupled state only occurs during the emergency opening movement caused by the second drive train. In the event of an accident or in anticipation of an accident, a certain thrust must first be applied by the second drive before the state transition of the coupling arrangement and the emergency opening movement of the flap from the closed position to the collision position can occur. The application of the thrust force by the second drive can be prone to errors, for example if the thrust force to be applied exceeds an expected limit for the thrust force due to manufacturing defects, signs of aging, jamming, etc. of the coupling arrangement.Under certain circumstances, this may lead to a delay in the emergency opening movement or, in the worst case, it may not even occur at all.

[0006] Against this background, the invention is based on the problem of designing and developing the known drive arrangement in such a way that the operational reliability of the drive arrangement is improved, in particular with regard to the emergency opening movement.

[0007] The above problem is solved by the features of the characterizing part of claim 1. The essential principle is that the coupling arrangement is in the decoupled state when the flap is in the closed position. Starting from the closed position, the emergency opening movement can thus be effected with virtually no delay, since the compensating movement can occur directly in the decoupled state of the coupling arrangement. Any state transition of the coupling arrangement prior to the emergency opening movement of the flap, as occurs in the prior art, and the associated problems, can thus be avoided. This improves the operational reliability of the drive arrangement, particularly with regard to the emergency opening movement.In order to continue to guarantee the full functionality of the drive arrangement and in particular the adjustability of the flap via the first drive, it is also essential that the coupling arrangement is in the coupled state when the flap is in the open position. This prevents an unintentional compensating movement from occurring during a closing movement, in which the flap is moved from the open position to the closed position. The closing movement can be carried out manually, i.e. by a user, and / or by the first drive. Against this background, it is also essential that the state of the coupling arrangement depends on the position of the flap. During the corresponding opening or closing movement, the state of the coupling arrangement is changed, in particular simultaneously, into the coupled or uncoupled position. The coupling arrangement is therefore in the coupled or uncoupled position at all times.to any position of the flap in the state that ensures the functionality and operational reliability of the drive arrangement.

[0008] In detail, it is proposed that the coupling arrangement is transferred from the closed position of the flap during the opening movement of the flap from the uncoupled state to the coupled state and is transferred from the coupled state to the uncoupled state during a closing movement of the flap, after which the flap is again in the closed position.

[0009] Claim 2 proposes an advantageous embodiment in which the state transition of the coupling arrangement occurs non-destructively. This makes the state transition reversible and can be repeated multiple times without requiring any maintenance work on the drive arrangement (such as replacing breakable components). According to claim 3, the corresponding state transition of the coupling arrangement advantageously occurs during each opening movement of the flap and / or during each closing movement of the flap. This ensures that the coupling arrangement is always in the corresponding state—i.e., during each opening and / or closing movement of the flap—which can improve the operational reliability of the drive arrangement.

[0010] Claim 4 advantageously defines that the state transition of the coupling arrangement is effected with the movement of the flap during the opening movement and during the closing movement, which eliminates the need for separate drives for state transition of the coupling arrangement. The opening movement, and thus also the transition from the uncoupled to the coupled state, can be caused by the actuation of the first drive. The closing movement, and thus also the transition from the coupled to the uncoupled state, can also be caused by the actuation of the first drive or a manual adjustment, for example, by a user or due to the weight of the flap.

[0011] An advantageous embodiment according to claim 5 provides that the coupling arrangement remains predominantly in the coupled position even during the closing movement of the flap and is only transferred to the uncoupled position at the end of the closing movement. This can expand the functionality of the drive arrangement to include the closing of the flap by the first drive, as it ensures that the coupling elements do not experience any unintentional compensating movement even during a closing movement caused by the first drive.

[0012] Advantageously, according to claim 6, the compensating movement of the coupling elements of the first drive train is brought about by the second drive train during the emergency opening movement. This improves the operational reliability of the drive arrangement, particularly during an emergency opening, in that the emergency opening movement of the flap brought about by the second drive is automatically accompanied by the compensating movement. The actuation of the second drive is therefore the cause of the compensating movement. A complex and possibly time-delayed actuation of the first drive can be dispensed with. An advantageous embodiment according to claim 7 provides that the compensating movement is accompanied by a change in the length of the first drive train. Due to the change in length, blocking of the emergency opening movement brought about by the second drive by the first, in particular unactuated, drive train can be prevented.Structurally simple and equally functional, the change in length can be achieved by a relative displacement of the coupling elements to one another.

[0013] Claim 8 defines an advantageous drive arrangement in which the state transfer of the coupling arrangement or the coupling and decoupling of the coupling elements is carried out by correspondingly configured and engaging coupling elements. Since the coupling elements are coupled directly, namely positively by the coupling elements themselves, additional elements, such as locking elements, can be omitted in this design. The number of components can thus be reduced. In this context, claim 9 defines advantageous embodiments of the drive arrangement with a comparatively simple design.

[0014] Claim 10 defines an advantageous drive arrangement in which the coupling elements are coupled indirectly via a locking element. Coupling and decoupling via the separate locking element can simplify the relative mobility of the coupling elements, for example, by designing the coupling elements to be stationary in the coupled state and to move linearly relative to one another in the uncoupled state. This allows the coupling arrangement to be kept structurally comparatively simple. In this context, claim 11 defines advantageous embodiments of the drive arrangement with comparatively simple construction.

[0015] Claim 12 defines advantageous drive types for the first and second drive, by means of which the operational reliability of the drive arrangement can be improved with regard to the opening, closing and emergency opening movements.

[0016] According to a further teaching according to claim 13, which has independent significance, a flap assembly of a motor vehicle is claimed, comprising a flap, in particular a front hood, and at least one drive assembly functionally connected to the flap. The drive assembly can, in particular, be the proposed drive assembly. Reference may be made to all statements regarding the proposed drive assembly in this regard.

[0017] According to a further teaching according to claim 14, which also has independent significance, a drive train for use as a first drive train in a proposed drive arrangement is claimed.

[0018] It is essential that the drive train is designed and usable in the drive arrangement in such a way that the coupling arrangement, starting from the closed position of the flap, is transferred from the uncoupled state to the coupled state during the opening movement of the flap and is transferred from the coupled state to the uncoupled state during a closing movement of the flap, after which the flap is again in the closed position.

[0019] Reference may be made to all statements regarding the proposed drive arrangement and the proposed flap arrangement.

[0020] According to a further teaching according to claim 15, which also has independent significance, a method for operating a proposed drive arrangement and / or a proposed flap arrangement is claimed.

[0021] It is essential that the coupling arrangement, starting from the closed position of the flap, is transferred from the uncoupled state to the coupled state during the opening movement of the flap and is transferred from the coupled state to the uncoupled state during a closing movement of the flap, after which the flap is again in the closed position.

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

[0023] The invention will be explained in more detail below with reference to a drawing illustrating exemplary embodiments. In the drawing, Fig. 1 shows a schematic representation of the proposed drive arrangement on a motor vehicle with a flap in the closed position and a body in a side view.

[0024] Fig. 2 shows a schematic representation of the drive arrangement according to Fig. 1 on the motor vehicle in a side view, wherein in a) the flap is in the open position and in b) the flap is in the collision position,

[0025] Fig. 3 shows a section of a first embodiment of the proposed drive arrangement in a perspective view, wherein in a) coupling elements of the first drive train are shown disengaged from one another and in b) the coupling elements are shown engaged with one another,

[0026] Fig. 4 shows a section of the first embodiment according to Fig. 3a), 3b) in a side view, wherein in a) the flap is in the closed position and the coupling arrangement is in the uncoupled state, in b) the flap is in the open position and the coupling arrangement is in the coupled state and in c) the flap is in the collision position and the coupling arrangement is in the uncoupled state,

[0027] Fig. 5 each shows a section of a second embodiment of the proposed drive arrangement in a perspective view, wherein in a) coupling elements of the first drive train are shown disengaged from one another and in a partially exploded view and in b) the coupling elements are shown engaged with one another and

[0028] Fig. 6 each shows a section of the second embodiment according to Fig. 5a), 5b) in a side view, wherein in a) the flap is in the closed position and the coupling arrangement is in the uncoupled state, in b) the flap is in the open position and the coupling arrangement is in the coupled state and in c) the flap is in the collision position and the coupling arrangement is in the uncoupled state.

[0029] Figs. 1, 2a) and 2b) schematically illustrate a proposed drive arrangement 1 for a flap 2 of a motor vehicle 3 with a body 4. The drive arrangement 1 is assigned to a flap assembly comprising the flap 2. The flap assembly is in turn assigned to the motor vehicle 3 with the body 4. Here, and preferably, the flap 2 is a front hood of the motor vehicle 3. However, the term "flap" is not limited to this, but, as already described above, also includes, for example, a tailgate or a vehicle door of any motor vehicle 3.

[0030] The drive arrangement 1 has a first drive train 5. The first drive train 5 generally enables the flap 2 to be selectively opened at least automatically and optionally closed automatically, for example in response to a user command. When opening, the flap 2 is moved from a closed position, which is shown in Fig. 1, to an open position, which is shown in Fig. 2a). The open position of the flap 2 corresponds, as shown in Fig. 2a), to the maximum open position in which the flap 2 is maximally open relative to the body 4. When closing, the flap 2 is moved from the open position to the closed position. This can be done automatically and / or manually by a user. The closed position of the flap 2 corresponds, as shown in Fig. 1, to the main closed position in which the flap 2 completely closes the body 4.A motor vehicle lock of the motor vehicle 3, which is not shown in the figures, can secure the flap 2 in the main closing position, wherein the motor vehicle lock is in a main locking position.

[0031] The first drive train 5 has a first drive 6 with at least two first drive connections 7. The first drive 6 can be coupled to the flap 2 via the flap-side first drive connection 7 and to the body 4 of the motor vehicle 3 via the body-side first drive connection 7. The first drive 6 can bring about an opening movement of the flap 2, starting from the closed position (Fig. 1) into the open position (Fig. 2a)). In this way, the above-mentioned general opening principle can be achieved by the first drive train 5. The opening movement of the flap 2 can also be brought about manually, for example if the first drive 6 fails.

[0032] In addition to the first drive train 5, the drive assembly 1 has a second drive train 8. The second drive train 8 generally enables collision protection by allowing the flap 2 to be brought into a collision position, for example, as a result of an accident or in anticipation of an accident. The collision position, which is shown in Fig. 2b), differs from the open position of the flap 2. In the collision position, the flap 2 of the motor vehicle 3 can be tilted approximately forward with respect to the motor vehicle 3. This allows the occupants of the motor vehicle 3 and other persons involved in the accident to be protected in the event of an accident.

[0033] The second drive train 8 has a second drive 9. The second drive train 8 can preferably have a body-side second drive connection 10, via which the second drive can be coupled to the body of the motor vehicle. The second drive 9 can effect an emergency opening movement of the flap 2, starting from the closed position (Fig. 1) into the collision position (Fig. 2b)). It is possible, for example, for the second drive 9 to be actuated in the event of an accident or in anticipation of an accident, wherein, for example, an element of the second drive train 8, such as a plunger, is moved in the direction of the flap and the flap is moved by the element in the direction of the collision position, in particular into the collision position. In this way, the above-mentioned general collision protection principle can be achieved by the second drive train 8. The emergency opening movement is different from the opening movement.In particular, the flap 2, here and preferably, can be pivoted in different, in particular opposite, directions during the opening movement and the emergency opening movement.

[0034] When the drive arrangement 1 is mounted on the motor vehicle 3, the first drive is coupled to both the body 4 and the flap 2. The second drive 9 is coupled in particular to the body 4. This can be seen, for example, from Fig. 1, 2a) and 2b). During the opening movement by the first drive 6, the flap 2 pivots about a bearing point, starting from the closed position into the open position. It is possible that during the emergency opening movement this bearing point can be moved relative to the body 4 by actuating the second drive 9, so that the flap 2 is moved from the closed position into the collision position. During the emergency opening movement by the second drive 9, the flap 2 pivots about a further bearing point, starting from the closed position into the collision position.The first drive 6 is independent of the further bearing point, which is arranged approximately on a side of the flap 2 opposite the second drive train 8 (Fig. 2b). In order to avoid blocking of the emergency opening movement by the first drive 6, which is in particular unactuated during the emergency opening movement, during the emergency opening movement by the second drive 9, a temporary decoupling with regard to the first drive train 5 is necessary. By temporarily decoupling the first drive train 5, blocking of the emergency opening movement by the first drive 6 is avoided, for example by a relative displacement of the first drive train 5 or at least a part, in particular one or more components, of the first drive train 5 taking place. This relative displacement is shown schematically in Fig. 2b) as an arrow pointing to the left.

[0035] Against this background, the first drive train 5 has a coupling arrangement 11 with a first coupling element 12 and a second coupling element 13. The coupling arrangement 11 can be brought into a decoupled state and a coupled state. By transferring the coupling arrangement 11 to the respective state, both the opening principle and the collision protection principle can be reliably implemented in the drive arrangement 1.

[0036] In the decoupled state of the coupling arrangement 11, the first coupling element 12 and the second coupling element 13 are decoupled from one another in such a way that the coupling elements 12, 13 experience a compensating movement during the emergency opening movement. In particular, it is possible for the coupling elements 12, 13 to be moved relative to one another, in particular displaced, preferably linearly displaced, with respect to the direction of travel of the first drive train 5 during the compensating movement. The direction of travel of the first drive train 5 corresponds to the course of the chain of action of the individual components of the first drive train 5. During the compensating movement, the coupling arrangement 11 remains in the decoupled state. In the decoupled state, in particular the chain of action of the first drive train 5 is interrupted.

[0037] 1, 2a) and 2b) show the drive arrangement 1 merely schematically. A preferred first exemplary embodiment of the drive arrangement 1 is shown in detail in sections in FIGS. 3a), 3b), 4a), 4b) and 4c). A preferred second exemplary embodiment of the drive arrangement 1 is shown in detail in sections in FIGS. 5a), 5b), 6a), 6b) and 6c). The drive arrangement 1 according to FIGS. 1, 2a), 2b) can be designed either corresponding to the first or the second exemplary embodiment or else differently. A section of the first drive train 5 of the first exemplary embodiment of the proposed drive arrangement 1 is shown in detail in FIGS. 3a), 3b) and 4a), 4b) and 4c). Here, and preferably, the first coupling element 12 is formed as part of one of the first drive connections 7, and the second coupling element 13 is formed as part of a connecting arrangement 14. In the decoupled state of the drive arrangement 1 (Fig.4a), 4c)), here and preferably, the first coupling element 12 and the second coupling element 13 are decoupled from each other and are movable, in particular displaceable, relative to each other, in particular with respect to the direction of travel of the first drive train 5. During the emergency opening movement, the coupling elements 12, 13 can thus undergo the corresponding compensating movement (Fig. 4c)).

[0038] Figs. 5a), 5b) and 6a), 6b), 6c) show a section of the first drive train 5 of the second exemplary embodiment of the proposed drive arrangement 1. Here and preferably, the coupling arrangement 11, in particular the first coupling element 12 and the second coupling element 13, is designed as part of a connecting arrangement 14. In the decoupled state of the drive arrangement 1 (Figs. 6a), 6c)), here and preferably, the first coupling element 12 and the second coupling element 13 are decoupled from one another and are movable, in particular displaceable, relative to one another, in particular with respect to the direction of travel of the first drive train 5. During the emergency opening movement, the coupling elements 12, 13 can thus experience the corresponding compensating movement (Fig. 6c)). The two preferred exemplary embodiments will be discussed in more detail below.

[0039] In the coupled state of the coupling arrangement 11, the first coupling element 12 and the second coupling element 13 are coupled to one another in such a way that the compensating movement is prevented, in particular during the opening movement of the flap 2 and / or when the flap 2 is in the open position. Here and preferably, due to the coupling, the coupling elements 12, 13 are immovable, in particular immovable, relative to one another with respect to the direction of travel of the first drive train 5. The coupling prevents an unwanted compensating movement from occurring during the opening movement of the flap 2 by the first drive 6 and after the opening movement, when the flap 2 is in the open position, for example during a closing movement, which would lead to incorrect positioning of the flap 2. In the coupled state, in particular, the effective chain of the first drive train 5 is established.

[0040] In the first exemplary embodiment, the coupling elements 12, 13 are coupled to one another in the coupled state of the coupling arrangement 11. As can be seen from Fig. 4b), a positive coupling connection 15 between the coupling elements 12, 13 prevents the coupling elements 12, 13 from experiencing the compensating movement and, in particular, prevents the coupling elements 12, 13 from being movable, in particular displaceable, relative to one another with respect to the direction of travel of the first drive train 5. The coupling of the coupling elements 12, 13 takes place, here and preferably, directly in that the coupling elements 12, 13 couple themselves in the coupled state. In this context, it is provided, here and preferably, that the coupling elements 12, 13 are rotatable and tiltable relative to one another in the coupled state of the coupling arrangement 11.The coupling elements 12, 13 are rotatable and tiltable relative to one another, particularly with respect to the main axis of the first coupling element 12 or, as in the first embodiment, the second coupling element 13. The rotation and tilting compensate for any movements of the components of the first drive train 5 during the opening movement.

[0041] In the second exemplary embodiment, the coupling elements 12, 13 are also coupled to one another when the coupling arrangement 11 is in the coupled state. Here and preferably, the coupling arrangement 11 has a locking element 16 that is formed separately from the coupling elements 12, 13. The coupling of the coupling elements 12, 13 occurs, here and preferably, indirectly, in that the locking element 16 couples the coupling elements 12, 13 to one another. Here and preferably, it is provided that the coupling elements 12, 13 are immovable relative to one another in the coupled state, in particular non-displaceable, non-rotatable, and non-tiltable. In the second exemplary embodiment, any movements of the components of the first drive train 5 during the opening movement can be compensated for via the ball joint connection, which, here and preferably, is formed by one of the first drive connections 7 and a part of the connection arrangement 14.

[0042] In order to ensure a high level of operational reliability, it is essential for the drive arrangement 1 that the coupling arrangement 11 can be transferred, in particular is transferred, from the uncoupled state to the coupled state, starting from the closed position of the flap 2 during the opening movement of the flap 2, and that the coupling arrangement 11 can be transferred, in particular is transferred, from the uncoupled state to the coupled state, starting from the closed position of the flap 2 during the opening movement of the flap 2. The coupling arrangement 11 is designed accordingly and is assigned to the first drive train 5 in this way.

[0043] This ensures that the coupling arrangement 11 is in the uncoupled state when the flap 2 is in the closed position and in the coupled state when the flap 2 is in the open position. The state of the coupling arrangement 11 is dependent on the position of the flap 2. Starting from the closed position of the flap 2, the emergency opening movement can thus occur directly, without any prior state transfer of the coupling arrangement 11 being necessary. Starting from the open position of the flap 2, the closing movement can thus occur without the coupling elements 12, 13 experiencing any unintentional compensating movement.

[0044] In connection with the transfer of the coupling assembly 11, it is preferably provided that the transfer of the coupling assembly 11 during the closing movement from the coupled state to the uncoupled state takes place non-destructively. In this context, "non-destructive" means that no irreversible damage to components of the first drive train 5 occurs during the transfer, and therefore the transfer can be repeated many times. Normal wear of the components, caused, for example, by friction, may occur.

[0045] In addition to the non-destructive transition from the coupled state to the uncoupled state, it is preferably also provided that the transition of the coupling arrangement 11 during the opening movement from the uncoupled state to the coupled state takes place non-destructively by the coupling arrangement 11. This allows the coupling arrangement 11 to be easily and repeatedly alternately transitioned between the coupled and uncoupled states.

[0046] The transfer of the coupling arrangement 11 is achieved by a relative rotation of the coupling elements 12, 13 relative to one another, relative to the main axis of the first coupling element 12 or, as in the first embodiment, the second coupling element 13. This relative rotation occurs during the opening and closing movements. The positive coupling connection 15, which results between the coupling elements 12, 13 in the coupled state, can be produced non-destructively (Fig. 4a) according to 4b)) during the opening movement and can be removed (Fig. 4b) according to 4a)) during the closing movement.

[0047] Here, and preferably, the compensating movement (Fig. 4a) according to 4c)) occurs non-destructively during the emergency opening movement experienced by the coupling elements 12, 13. In the event of a malfunction in which the emergency opening movement occurs outside of an accident, the flap 2 can thus be reset from the collision position to the closed position, thus resetting the compensating movement without any maintenance work.

[0048] In the second embodiment, the coupling assembly 11 is transferred by the locking element 16. The locking element 16 can, here and preferably, be moved back and forth between two positions. The coupling (Fig. 6a) according to 6b)) during the opening movement and the decoupling (Fig. 6b) according to 6a)) of the coupling elements 12, 13 are non-destructively performed depending on the position of the locking element 16.

[0049] In the second embodiment, the compensating movement (Fig. 6a) according to 6c)) also occurs non-destructively during the emergency opening movement.

[0050] With regard to the transfer of the coupling arrangement 11, it is further preferably provided that the transfer of the coupling arrangement 11 from the uncoupled state to the coupled state occurs during each opening movement of the flap 2 and / or that the transfer of the coupling arrangement 11 from the coupled state to the uncoupled state occurs during each closing movement of the flap 2. This ensures that after the opening movement of the flap 2, the coupling arrangement 11 is in the coupled state and / or that after the closing movement, the flap 2 is in the uncoupled state. Due to the dependence of the state of the coupling arrangement 11 on the position of the flap 2, this occurs in both exemplary embodiments.

[0051] Most preferably, the transfer of the coupling arrangement 11 not only takes place during the corresponding movement, but it is provided that the transfer of the coupling arrangement 11 from the uncoupled state to the coupled state is effected by the first drive 6 during the opening movement of the flap 2 and that the transfer of the coupling arrangement 11 from the coupled state to the uncoupled state is effected, in particular manually and / or by the first drive 6, during the closing movement of the flap 2. When the first drive 6 is actuated to effect the opening movement, the transfer of the coupling arrangement 11 to the coupled state is thus effected at the same time. When the closing movement is effected, the transfer of the coupling arrangement 11 to the uncoupled state is also effected. Additional drives for transferring the coupling arrangement 11 can therefore be dispensed with.The closing movement can preferably be carried out by the first drive 6 and / or manually, for example by a user.

[0052] In both exemplary embodiments, the first drive train 5 is coupled on one side to the body 4 and the flap 2 of the motor vehicle 3. The actuation of the first drive 6 causes the opening movement, whereby the flap 2 is moved from the closed position (Fig. 4a) and 6a)) into the open position (Fig. 4b) and 6b)). The movement of the flap 2 also causes the coupling arrangement 11 to be transferred from the uncoupled position (Fig. 4a) and 6a)) into the coupled position (Fig. 4b) and 6b)). This is achieved by rotating the coupling elements 12, 13 relative to one another with respect to the main axis of the first coupling element 12 or, as in the first exemplary embodiment, the second coupling element 13, and the positive coupling connection 15 is established.In the second embodiment, this is achieved by moving the locking element 16 from a position decoupling the coupling elements 12, 13 from one another to a position coupling the coupling elements 12, 13 with one another. The actuation of the first drive 6 thus causes the transfer. When the closing movement is effected, the flap 2 is moved from the open position (Fig. 4b) and 6b)) into the closed position (Fig. 4a) and 6a)), which likewise causes the transfer of the coupling arrangement 11 from the coupled position to the uncoupled position. This is achieved by rotating the coupling elements 12, 13 relative to one another with respect to the main axis of the first coupling element 12 or, as in the first embodiment, the second coupling element 13, and the positive coupling connection 15 is canceled.In the second exemplary embodiment, this is achieved by moving the locking element 16 from a position coupling the coupling elements 12, 13 to one another into a position decoupling the coupling elements 12, 13 from one another. As already discussed above, the drive arrangement 1 is designed such that the coupling arrangement 11 is transferred from the uncoupled to the coupled state during the opening movement of the flap 2 and from the coupled state to the uncoupled state during the closing movement of the flap 2. In the closed position of the flap 2, the coupling arrangement 11 is thus in the uncoupled position; in the open position of the flap 2, the coupling arrangement 11 is thus in the coupled position.With regard to the point in time at which the transition to the state occurs during the respective movement of the flap 2, it is particularly preferably provided that the flap 2 is pivoted over a closing angle 17 during the closing movement from the open position, in which the flap 2 is maximally open relative to the body 4, into the closed position and that the coupling arrangement 11 is in the coupled state over at least 80%, preferably at least 90%, more preferably at least 95%, of the angular distance of the closing angle 17 during this closing movement of the flap 2. During the closing movement, the coupling arrangement 11 is therefore predominantly in the coupled state and the transition to the uncoupled state only occurs towards the end of the closing movement.

[0053] This makes it possible, in particular, for the closing movement to be effected by the first drive 6. In the exemplary embodiments, during the opening movement by the first drive 6, a compressive force is exerted by the first drive 6 on the flap 2 and the body 4, as can be seen from a combination of Fig. 1 and 2a). The compressive force is continued in such a way that it also acts between the coupling elements 12, 13. The relative displacement between the coupling elements 12, 13 is thus already avoided due to the compressive force. During the closing movement, which can be effected by the first drive 6 and / or manually, a tensile force is exerted by the first drive 6 on the flap 2 and the body 4. The tensile force is continued in such a way that it also acts between the coupling elements 12, 13.Particularly in the first exemplary embodiment, the tensile force may cause the coupling elements 12, 13 to experience an unintentional compensating movement as soon as the coupling arrangement 11 is transferred to the uncoupled state. To avoid this, the state transfer can be carried out according to the above-proposed embodiment, so that the unintentional compensating movement can be prevented. It is possible that, as soon as the coupling arrangement 11 is in the uncoupled state, the closing movement up to the closed position of the flap 2 is carried out by another drive, for example, by a motor vehicle lock, which is moved from the preliminary locking position to the main locking position and thus acts as a closing aid to move the flap 2 into the closed position.

[0054] With regard to the compensating movement, it is preferably provided that the compensating movement experienced by the coupling elements 12, 13 is brought about by the second drive train 8 during the emergency opening movement of the flap 2. When the second drive 9 is actuated to effect the emergency opening movement, the compensating movement is thus equally effected. Further drives and the actuation of the first drive 6 to effect the compensating movement can therefore be dispensed with. The actuation of the second drive 9 is therefore the cause of the compensating movement. Particularly preferably, the first drive train 5, in particular the first drive 6, is not actuated during the compensating movement. It is conceivable that the compensating movement results from a tensile force acting on the first drive train 5 resulting from the emergency opening movement of the flap 2.

[0055] During the emergency opening movement of the flap 2, it is pivoted from the closed position (Fig. 4a) and 6a)) into the collision position (Fig. 4c) and 6c)) by the second drive train 8. Here and preferably, a tensile force acts on the first drive train 5, which is coupled to the body 4 and to the flap 2 (Fig. 1, 2a) and 2b)). Due to the tensile force, the coupling elements 12, 13 are moved relative to one another, here and preferably displaced (Fig. 4a) to 4c) and Fig. 6a) to 6c)), and experience the compensating movement accordingly.

[0056] In connection with the compensating movement, it is preferably provided, alternatively or additionally, that during the compensating movement experienced by the coupling elements 12, 13, a change in length 18 of the first drive train 5 occurs, in particular with respect to the direction of travel of the first drive train 5. The change in length 18 can preferably be 2 mm to 30 mm, preferably 3 mm to 15 mm, more preferably 5 mm to 10 mm. The first drive train 5 is in particular not actuated during the compensating movement. In this respect, the change in length 18 does not occur, in particular, by extending or retracting the first drive 6, which is in particular designed as a spindle drive. It is preferably provided that during the compensating movement, the coupling elements 12, 13 are displaced relative to one another, in particular linearly, in particular with respect to the direction of travel of the first drive train 5, which results in the change in length 18 of the first drive train 5.

[0057] Preferably, the compensating movement occurs by displacing the coupling elements 12, 13 relative to one another, transversely with respect to the main axis of the first coupling element 12 or, as in the first embodiment, of the second coupling element 13 (Fig. 4a) to 4c)). In the second embodiment and preferably, the compensating movement occurs by displacing the coupling elements 12, 13 relative to one another, axially with respect to the main axis of the first coupling element 12 (Fig. 6a) to 6c)). In both cases, the compensating movement is accompanied by the change in length 18 of the first drive train 5.

[0058] As has already been generally described above, the coupling arrangement 11 can be configured differently with regard to coupling and decoupling. Thus, the coupling can be effected directly via the coupling elements 12, 13 themselves or indirectly via any locking elements 16. Direct coupling is implemented by way of example in the first embodiment, and indirect coupling is implemented in the second embodiment.

[0059] With regard to the direct coupling, it has proven preferable for the first coupling element 12 and the second coupling element 13 to form a positive coupling connection 15 in the coupled state. Due to the positive coupling connection 15, the coupling elements 12, 13 mutually block each other in such a way that the compensating movement is prevented (Fig. 4b). The coupling elements 12, 13 are preferably designed to correspond to one another in such a way that they form the positive coupling connection 15 and are coupled to one another accordingly depending on the relative angular position to one another (relative to the main axis of the first coupling element 12 or, as in the first exemplary embodiment, the second coupling element 13). It is further provided here that the first coupling element 12 and the second coupling element 13 release one another in the decoupled state in such a way that the compensating movement is enabled (Fig. 4a) according to 4c)).The coupling elements 12, 13 are correspondingly decoupled from one another. In connection with the positive coupling connection 15, it can be provided that the positive coupling connection 15 only prevents the relative movement of the coupling elements 12, 13 to one another in one direction, namely in the direction of the compensating movement. It is particularly possible for the coupling elements 12, 13, in the coupled state, to be rotatable and / or tiltable relative to one another with respect to the main axis of the first coupling element 12 or, as in the first exemplary embodiment, of the second coupling element. The direction of the compensating movement can, here and preferably, correspond to a direction transverse to the main axis of the second coupling element 13 and / or axially along the main axis of the first drive 6.

[0060] As can be seen from Figs. 3b) and 4a), 4b) and 4c), and preferably, the first coupling element 12 and the second coupling element 13 engage with each other both in the coupled state and in the uncoupled state. The coupling elements 12, 13 can be prestressed against each other, in particular in a direction along the main axis of the first coupling element 12 or, as is the case here, the second coupling element 13, for example via a spring or a clamp. This ensures the engagement between the coupling elements 12, 13 even during the opening, closing and / or emergency opening movement of the flap 2.

[0061] In the first exemplary embodiment, it is preferably provided that the first coupling element 12 is designed as part of one of the first drive connections 7 and that the second coupling element 13 is designed as part of the connecting arrangement 14. The coupling and decoupling in the first drive train 5 therefore takes place between one of the first drive connections 7 and the connecting arrangement 14. The first drive 6 can be arranged on the flap 2 or, as provided in the first exemplary embodiment, on the body 4 via the connecting arrangement 14. Here and preferably, the second coupling element 13 is arranged rigidly on the body 4 as part of the connecting arrangement 14. The first drive connection 7 and the connecting arrangement 14 can preferably be tilted and / or rotated relative to one another.

[0062] In this context, and with regard to the specific design of the coupling elements 12, 13, it has proven preferable for the first coupling element 12 to have a coupling recess 19 and the second coupling element 13 to have a coupling pin 20, as implemented in the first embodiment and evident, for example, from Fig. 3a). Alternatively, it is also conceivable for the second coupling element 13 to have a coupling recess 19 and the first coupling element 12 to have a coupling pin 20.

[0063] Regardless of which coupling element has the coupling recess 19 and which coupling element has the coupling pin 20, the coupling pin 20 is preferably movably mounted in the coupling recess 19 such that, during the compensating movement, the coupling pin 20 and the coupling recess 19 are moved, in particular displaced, relative to one another. The relative movement to one another can occur, in particular, transversely to the main axis of the coupling pin 20, as is the case in the first embodiment and is evident from a comparison of Figs. 4a) and 4c).

[0064] Alternatively or additionally, it is preferably possible for the coupling pin 20 and the coupling recess 19 to be designed to correspond to one another in such a way that the compensating movement of the coupling elements 12, 13 is enabled or prevented, in particular in a form-fitting manner, for example by the coupling form-fitting connection 15, depending on the relative angular position between the coupling pin 20 and the coupling recess 19 with respect to the main axis of the coupling pin 20. This is clear from the combination of Fig. 4a), according to which the flap 2 is in the closed position and the coupling arrangement 11 is correspondingly in the uncoupled state, 4b), according to which the flap 2 is in the open position and the coupling arrangement 11 is correspondingly in the coupled state, and 4c), in which the flap 2 is in the collision position and the coupling arrangement 11 is correspondingly in the uncoupled state and the coupling elements 12, 13 have undergone the compensating movement.

[0065] With regard to the coupling recess 19, it is preferably the case that the coupling recess 19 has a pivot bearing section 21 and a compensating section 22. In the pivot bearing section 21, the coupling pin 20 is mounted so as to be rotatable about its own main axis relative to the coupling recess 19 and tiltable transversely to its own main axis. The mounting of the coupling pin 20 in the pivot bearing section 21 thus takes place in the manner of a ball and socket bearing. The coupling pin 20 is moved, in particular displaced, relative to the coupling recess 19 during the compensating movement from the pivot bearing region into the compensating region. During the compensating movement, the coupling pin 20 can be moved, in particular transversely to its main axis with a superimposed rotation about its main axis, as can be seen from a comparison of Figs. 4a) and 4b).

[0066] Preferably, the pivot bearing section 21 and the compensating section 22 form a coupling recess 19 with a keyhole-shaped cross-section (Figs. 3a and 4a). Preferably, the pivot bearing section 21 is designed in the manner of a ball socket (Fig. 3a). Preferably, the pivot bearing section 21 directly adjoins the compensating section 22 (Fig. 3a). Preferably, the coupling pin 20 has a spherical or partial spherical head on its end face. The partial spherical head can have at least one, preferably two, in particular mutually parallel, outer surfaces whose curvature deviates from the main curvature of the partial spherical head (Fig. 3a). The terms "spherical head" and "partial spherical head" also include, in particular, spherical geometries whose outer surface does not have the same curvature at every point, such as elliptical bodies. In particular, the ball head or partial ball head has a substantially uniform curvature of the outer surface.

[0067] With regard to the indirect coupling, which is implemented in the second exemplary embodiment, it has been found to be preferred that the coupling arrangement 11 has a locking element 16 which can be moved back and forth in at least two positions, and that the coupling elements 12, 13 are indirectly coupled to one another via the locking element 16 depending on its position (Fig. 6b)) or decoupled from one another (Figs. 6a) and 6c)). Here and preferably, the coupling elements 12, 13 can be positively coupled to one another via the locking element 16. The locking element 16 is designed, for example, as a connecting pin (Fig. 5a)), which can engage in a correspondingly designed pin recess of one of the coupling elements 12, 13, in particular of the first coupling element 12 (Fig. 6b)). Alternatively or additionally, it is also conceivable that the coupling elements 12, 13 can be coupled to one another in a frictionally engaged manner via the locking element 16.For example, the locking element 16 can be designed as a brake, which can engage a correspondingly configured braking surface of one of the coupling elements 12, 13, in particular the first coupling element 12. Here and preferably, the coupling elements 12, 13 are immovable relative to one another in the coupled position of the coupling arrangement 11 (Fig. 6b).

[0068] Here, and preferably, the first coupling element 12 and the second coupling element 13 are engaged with each other, in particular both in the uncoupled position (Figs. 6a and 6c)) and in the coupled position of the coupling arrangement 11 (Fig. 6b)). Alternatively, however, it is also conceivable for the coupling elements 12, 13 to be engaged only temporarily or not at all, and for the coupling and uncoupling to take place via the locking element 16.

[0069] In order to be able to actuate the locking element 16, the coupling arrangement 11 preferably has a locking element actuation 23. Upon actuation, the locking element 16 can be moved via the locking element actuation 23 from a position coupling the coupling elements 12, 13 to one another (Fig. 6b)) into a position uncoupling the coupling elements 12, 13 from one another (Fig. 6a)). Alternatively, it is also possible for the locking element actuation 23 to be moved from a position uncoupling the coupling elements 12, 13 to one in which the coupling elements 12, 13 are coupled to one another.

[0070] As can be seen from the combination of Fig. 6b) and 6a), and preferably, the closing movement of the flap 2 causes the actuation of the locking element actuation 23, in particular by pressure actuating the locking element actuation 23. During this actuation of the locking element actuation 23, the locking element 16 is moved from the first position to the second position. Here and preferably, the actuation of the locking element actuation 23 takes place via the flap 2 itself.

[0071] Alternatively or additionally, it is preferably provided that the locking element 16 located in the position decoupling the coupling elements 12, 13 from one another (Fig. 6a), 6c)) is prestressed into the position coupling the coupling elements 12, 13 with one another (Fig. 6b)) and that the opening movement of the flap 2 causes the locking element actuation 23 to be released (combination of Fig. 6a) to 6b)) and that during this release of the locking element actuation 23, the locking element 16, due to the prestress, moves from the position decoupling the coupling elements 12, 13 from one another into the position coupling the coupling elements 12, 13 with one another. In this context, it is particularly necessary that the actuated locking element actuation 23 is released starting from the closed position of the flap 2 (Fig.6a)) during the emergency opening movement occurs more slowly than the effecting of the compensating movement, whereby the locking element 16 remains in the position decoupling the coupling elements 12, 13 from one another even when the locking element actuation 23 is released (Fig. 6c)). While in the first exemplary embodiment, as described above, the coupling arrangement 11 is designed as part of one of the first drive connections 7 and as part of the connecting arrangement 14, in the second exemplary embodiment and preferably it is provided that the drive arrangement 1 has a or the connecting arrangement 14 and that the coupling arrangement 11, in particular the first coupling element 12 and the second coupling element 13, is designed as part of the connecting arrangement 14. Via the connecting arrangement 14, the first drive 6 can be arranged on the flap 2 or on the body 4 through one of the first drive connections 7.The connecting arrangement 14 is connected to one of the first drive connections 7, in particular so as to be rotatable and tiltable relative to one another, as can be seen from Figs. 6a), 6b) and 6c).

[0072] Here, and preferably, the second coupling element 13 is arranged rigidly relative to the body 4. Alternatively, the second coupling element 13 can also be arranged rigidly relative to the flap 2. Here, and preferably, the first coupling element 12 is mounted in or on the second coupling element 13, in particular linearly, for movement. In the decoupled state during the emergency opening movement, the first coupling element 12 can be moved relative to the second coupling element 13, in particular displaced, as can be seen from the combination of Fig. 6a) and 6c).

[0073] Alternatively or additionally, the locking element 16 and / or the locking element actuation 23 is / are mounted on or in the second locking element 16 so as to be movable, in particular linearly movable and / or rotationally movable and / or transversely movable to the first coupling element 12. Here and preferably, the locking element 16 and the locking element actuation 23 are fixedly connected to one another.

[0074] Here and preferably it is provided that the first coupling element 12 can be displaced relative to the second coupling element 13 in the uncoupled state of the coupling arrangement 11, in particular exclusively, linearly relative to one another.

[0075] Very generally, with regard to the design of the drives, it can be provided that the first drive 6 is designed as a linear drive, in particular as a spindle drive or as a gas spring, and / or that the second drive 9 is designed as a linear drive and / or has a pyrotechnic actuator and / or a preloaded spring. It is preferably provided that the adjustment speed of the second drive 9 is greater than the adjustment speed of the first drive 6, in particular at least twice, preferably at least three times as great. This allows the opening principle and the collision protection principle to be expediently implemented, for example by using a long-life drive as the first drive 6 and a quickly adjusting drive as the second drive 9.

[0076] In addition to the proposed drive arrangement 1, a flap arrangement of a motor vehicle 3 is also proposed, comprising a flap 2, in particular a front hood, and at least one drive arrangement 1 functionally connected to the flap 2. The drive arrangement 1 can have one or more of the features described above. In particular, the drive arrangement 1 can be designed as a first or second exemplary embodiment of the drive arrangement 1. Functionally connected in this context means that the drive arrangement 1 is connected to the flap 2 in such a way that the flap 2 can undergo an opening movement and / or a closing movement and / or an emergency opening movement via the drive arrangement 1.

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

[0078] Also proposed is a drive train for use as a first drive train 5 in a drive arrangement 1. The drive arrangement 1 can, in particular, be the proposed drive arrangement 1 and have one or more of the described features. The drive arrangement 1, to which the drive train is assigned as the first drive train 5, can, in particular, be assigned to a proposed flap arrangement. The drive train has at least one drive with a body-side drive connection and a flap-side drive connection, wherein an opening movement of the flap 2 from a closed position into an open position can be effected via the drive.The drive train further comprises a coupling arrangement 11 with a first coupling element 12 and a second coupling element 13, wherein the first coupling element 12 and the second coupling element 13 are decoupled from one another in a decoupled state of the coupling arrangement 11 in such a way that a compensating movement can be experienced by the coupling elements 12, 13, in which the coupling elements 12, 13 are moved, in particular displaced, relative to one another with respect to the direction of travel of the first drive train 5, and wherein the first coupling element 12 and the second coupling element 13 are coupled to one another in a coupled state of the coupling arrangement 11 in such a way that the compensating movement is prevented.

[0079] It is provided here that the drive train is designed and usable in the drive arrangement 1 in such a way that the coupling arrangement 11, starting from the closed position of the flap 2, is transferred from the uncoupled state to the coupled state during the opening movement of the flap 2 and is transferred from the coupled state to the uncoupled state during a closing movement of the flap 2, after which the flap 2 is again in the closed position.

[0080] Reference may be made to all statements relating to the proposed drive arrangement 1 and the proposed flap arrangement.

[0081] The proposed drive train can also be used as a drive train in other drive assemblies 1, such as a drive assembly 1 for adjusting a tailgate. The basic principle can be used here, for example, to compensate for or minimize tension in the tailgate.

[0082] Furthermore, a method for operating a proposed drive arrangement 1 with one or more of the described features and / or a proposed flap arrangement is proposed.

[0083] It is provided that the coupling arrangement 11, starting from the closed position of the flap 2, is transferred from the uncoupled state to the coupled state during the opening movement of the flap 2 and is transferred from the coupled state to the uncoupled state during a closing movement of the flap 2, after which the flap 2 is again in the closed position.

[0084] Reference may be made to all statements relating to the proposed drive arrangement 1, the proposed flap arrangement and the proposed drive train.

Claims

Patent claims 1. A drive arrangement for a flap (2) of a motor vehicle (3) with a body (4), wherein the drive arrangement (1) has a first drive train (5), wherein the first drive train (5) has at least one first drive (6) with a body-side first drive connection (7) and a flap-side first drive connection (7), wherein an opening movement of the flap (2) from a closed position to an open position can be effected via the first drive (6), wherein the drive arrangement (1) has a second drive train (8), wherein the second drive train (8) has at least one second drive (9), wherein an emergency opening movement of the flap (2) from the closed position to a collision position can be effected via the second drive (9), and wherein the first drive train (5) has a coupling arrangement (11) with a first coupling element (12) and a second coupling element (13),wherein the first coupling element (12) and the second coupling element (13) are decoupled from one another in a decoupled state of the coupling arrangement (11) such that the coupling elements (12, 13) undergo a compensating movement during the emergency opening movement, and wherein the first coupling element (12) and the second coupling element (13) are coupled to one another in a coupled state of the coupling arrangement (11) such that the compensating movement is prevented, characterized in that the coupling arrangement (11), starting from the closed position of the flap (2), is transferred from the decoupled state to the coupled state during the opening movement of the flap (2) and is transferred from the coupled state to the decoupled state during a closing movement of the flap (2), after which the flap (2) is again in the closed position.

2. Drive arrangement according to claim 1, characterized in that the transfer of the coupling arrangement (11) during the closing movement from the coupled state to the uncoupled state takes place non-destructively, preferably, that the transfer of the coupling arrangement (11) during the opening movement from the uncoupled state to the coupled state by the coupling arrangement (11) takes place non-destructively.

3. Drive arrangement according to claim 1 or 2, characterized in that the transfer of the coupling arrangement (11) from the uncoupled state to the coupled state takes place in the course of each opening movement of the flap (2), and / or that the transfer of the coupling arrangement (11) from the coupled state to the uncoupled state takes place in the course of each closing movement of the flap (2).

4. Drive arrangement according to one of the preceding claims, characterized in that the transfer of the coupling arrangement (11) from the uncoupled state to the coupled state is effected by the first drive (6) in the course of the opening movement of the flap (2) and that the transfer of the coupling arrangement (11) from the coupled state to the uncoupled state, in particular manually and / or by the first drive (6), is effected in the course of the closing movement of the flap (2).

5. Drive arrangement according to one of the preceding claims, characterized in that the flap (2) is pivoted over a closing angle (17) in the course of the closing movement from the open position, in which the flap (2) is maximally open relative to the body (4), into the closed position and in that the coupling arrangement (11) is in the coupled state over at least 80%, preferably at least 90%, more preferably at least 95%, of the angular distance of the closing angle (17) in the course of the closing movement of the flap (2).

6. Drive arrangement according to one of the preceding claims, characterized in that the compensating movement which the coupling elements (12, 13) experience is brought about by the second drive train (8) in the course of the emergency opening movement of the flap (2), preferably that during the compensating movement the first drive train (5), in particular the first drive (6), is not actuated.

7. Drive arrangement according to one of the preceding claims, characterized in that in the course of the compensating movement, which the Coupling elements (12, 13) undergo a change in length (18) of the first drive train (5), which is in particular unactuated during the compensating movement, preferably that in the course of the compensating movement the coupling elements (12, 13) are displaced relative to one another, resulting in the change in length (18) of the first drive train (5).

8. Drive arrangement according to one of the preceding claims, characterized in that the first coupling element (12) and the second coupling element (13) in the coupled state form a positive coupling connection (15) by means of which the coupling elements mutually block one another in such a way that the compensating movement is prevented, and in that the first coupling element (12) and the second coupling element (13) in the uncoupled state release one another in such a way that the compensating movement is made possible, preferably in that the first coupling element (12) and the second coupling element (13) are in engagement with one another both in the coupled state and in the uncoupled state.

9. Drive arrangement according to one of the preceding claims, characterized in that the first coupling element (12) is designed as part of one of the first drive connections (7) and that the second coupling element (13) is designed as part of a connecting arrangement (14) via which the first drive (6) can be arranged on the flap (2) or on the body (4), preferably in that the first coupling element (12) has a coupling recess (19) and the second coupling element (13) has a coupling pin (20) or the second coupling element (13) has a coupling recess (19) and the first coupling element (12) has a coupling pin (20), and in that the coupling pin (20) is movably mounted in the coupling recess (19) in such a way that in the course of the compensating movement of the coupling pin (20) and the coupling recess (19), in particular transversely to the main axis of the coupling pin (20), moved relative to each other, in particular displaced,and / or that the coupling pin (20) and the coupling recess (19) are designed to correspond to one another in such a way that the compensating movement of the coupling elements (12, 13) depends on the relative angular position between the coupling pin (20) and the, Coupling recess (19) relative to the main axis of the coupling pin (20) is enabled or prevented by form-fitting, further preferably that the coupling recess (19) has a pivot bearing section (21), in which the coupling pin (20) is mounted so as to be rotatable about its own main axis and tiltable transversely to its own main axis, and a compensation section (22), in which the coupling pin (20) is moved, in particular displaced, out of the pivot bearing area in the course of the compensating movement.

10. Drive arrangement according to one of the preceding claims, characterized in that the coupling arrangement (11) has a locking element (16) which can be moved back and forth in at least two positions, and in that the coupling elements (12, 13) are indirectly coupled to one another or decoupled from one another via the locking element (16) depending on its position, in particular in a form-fitting and / or frictional manner, preferably in that the coupling arrangement (11) has a locking element actuation (23) via which, upon actuation, the locking element (16) can be moved from a position coupling the coupling elements (12, 13) to one another into a position decoupling the coupling elements (12, 13) or via which, upon actuation, the locking element (16) can be moved from the position decoupling the coupling elements (12, 13) to the position coupling the coupling elements (12, 13) to one another, further preferably,that the closing movement of the flap (2) causes the actuation of the locking element actuation (23), in particular by pressure-actuating the locking element actuation (23), and that during this actuation of the locking element actuation, (23) the locking element (16) is moved from the position coupling the coupling elements (12, 13) to one another into the position uncoupling the coupling elements (12, 13), and that the locking element (16) located in the position uncoupling the coupling elements (12, 13) is prestressed into the position coupling the coupling elements (12, 13) to one another, and that the opening movement of the flap (2) releases the locking element actuation (23), and that during this release of the locking element actuation (23), the locking element (16) is moved, due to the prestress, from the position uncoupling the coupling elements (12, 13) to the position coupling the coupling elements (12, 13).

11. Drive arrangement according to one of the preceding claims, characterized in that the drive arrangement (1) has a connecting arrangement (14) via which the first drive (6) can be arranged at one of the first drive connections (7) on the flap (2) or on the body (4) and which is connected to one of the first drive connections (7), and in that the coupling arrangement (11), in particular the first coupling element (12) and the second coupling element (13), is designed as part of the connecting arrangement (14), preferably in that the second coupling element (13) is arranged rigidly relative to the flap (2) or the body (4) and in that the first coupling element (12) is or are mounted so as to be movable in or on the second coupling element (13), in particular linearly, and / or in that the locking element (16) and / or the locking element actuation (23) is or are mounted so as to be movable in or on the second locking element (16), in particular linearly and / or transversely to the first coupling element (12).

12. Drive arrangement according to one of the preceding claims, characterized in that the first drive (6) is designed as a linear drive, in particular as a spindle drive or as a gas spring, and / or that the second drive (9) is designed as a linear drive and / or has a pyrotechnic actuator and / or a prestressed spring, preferably that the adjustment speed of the second drive (9) is greater than the adjustment speed of the first drive (6), in particular at least twice, preferably at least three times as great.

13. Flap arrangement of a motor vehicle (3) with a flap (2), in particular a front hood, and at least one drive arrangement (1) functionally connected to the flap (2) according to one of the preceding claims.

14. Drive train for use as a first drive train (5) in a drive arrangement (1) according to one of claims 1 to 12, wherein the drive train has at least one drive with a body-side drive connection and a flap-side drive connection, wherein an opening movement of the flap (2) from a closed position into an open position can be effected via the drive, wherein the drive train has a coupling arrangement (11) with a first coupling element (12) and a second coupling element (13), wherein the first coupling element (12) and the second coupling element (13) are decoupled from one another in a decoupled state of the coupling arrangement (11) such that a compensating movement can be experienced by the coupling elements (12, 13), and wherein the first Coupling element (12) and the second coupling element (13) are coupled to one another in a coupled state of the coupling arrangement (11) in such a way that the compensating movement is prevented, characterized in that the drive train is designed and can be used in the drive arrangement (1) in such a way that the coupling arrangement (11), starting from the closed position of the flap (2), is transferred from the uncoupled state into the coupled state during the opening movement of the flap (2) and is transferred from the coupled state into the uncoupled state during a closing movement of the flap (2), after which the flap (2) is again in the closed position.

15. Method for operating a drive arrangement (1) according to one of claims 1 to 12 and / or a flap arrangement according to claim 13, characterized in that the coupling arrangement (11), starting from the closed position of the flap (2), is transferred from the uncoupled state to the coupled state during the opening movement of the flap (2) and is transferred from the coupled state to the uncoupled state during a closing movement of the flap (2), after which the flap (2) is again in the closed position.

Images