EP1672160A2 - Door arrangement of a vehicle - Google Patents

Abstract

The trunk lid assembly (1) with a swing trunk lid (4), which pivots at the bodywork (3) of an automobile (2), has a drive system (5) with at least one drive (6) and at least one motor to move the lid between open and closed positions and place the lid under tension when open. At the start of the opening movement (A), the weight of the lid is greater than the tension on it so that it drops into the closed and locked position. At the end (B) of the opening movement, the tension overcomes the lid weight and holds it open. The drive system has two transmissions to control the trunk lid movement through the two stages of the swing action.

Description

The present invention relates to a flap assembly of a motor vehicle having the features of the preamble of claim 1 and a drive assembly for actuating a flap of a motor vehicle having the features of the preamble of claim 41.

The term "flap" of a motor vehicle is to be understood comprehensively in the present case. In the first place, this means the trunk lid of the motor vehicle. The term "flap" fall here but also the tailgate, the hood flap, or a luggage compartment flap of a motor vehicle. The flap in question is pivoted on the body of the motor vehicle, whereby a flap opening of the body is closed.

It should be noted that the above-mentioned body of the motor vehicle does not include the flap in the present illustration. The flap of the motor vehicle is thus not part of the body of the motor vehicle.

The motor actuation of the flaps of a motor vehicle, so the motor opening operation and closing operation, wins today for the increase in comfort of the motor vehicle increasingly important. For this purpose, the flap assembly is assigned a drive arrangement with at least one drive. Important boundary conditions in such a drive arrangement is a reliable control of the motorized adjustment of the flap over its entire pivoting range. Especially in today's boot lids, a particularly large swivel range is provided in order not to obstruct the loading or unloading of the trunk through the boot lid. This enlarged pivoting range must be taken into account by a corresponding design of the drive assembly.

Another important requirement of the above drive arrangement is an effective anti-jamming protection during the closing operation. The further loading of the flap with a driving force in the case of trapping a person or an object must be prevented under all circumstances.

Finally, it is desirable that the flap not only be operated by a motor, but if necessary, manually operated. This is particularly advantageous in terms of a possible malfunction of the drive.

The known flap arrangement (EP 0 379 801 A2), from which the invention proceeds, is equipped with a flap designed as a boot lid, which is biased into its open position. There is further provided a drive arrangement for actuating the flap with a drive, which in turn has a drive motor. The drive motor is drivingly coupled to a bracket of the flap via a drive cable. During the closing process, ie during the adjustment of the flap from the open position to the closed position, the drive cable is wound on a pulley by means of the drive motor and thereby causes a corresponding torque on the flap in the closing direction. Since the full drive torque acts on the flap during the closing process, an anti-pinch protection is additionally provided. This is based on an overcurrent shutdown of the drive motor. A disadvantage of the known flap arrangement is therefore the fact that the drive engineering concept basically requires additional measures for the anti-trap. This leads to additional costs. Furthermore, with such a cable drive with respect to the required leverage ratios, a comparatively small pivoting range of the flap can be realized. The same shows the DE 38 15 065 A1 in a first embodiment.

The above-mentioned drive concept is basically also known for use in the tailgate of a station wagon or a van (US 5,531,498 A). It is a cable drive provided, which acts against the acting in the opening direction bias of gas shock absorbers. To ensure a safe opening process, the bias is particularly large, which affects the manual operability. Again, there is an overcurrent trip the drive motor to ensure a pinch protection provided.

Similar shows the DE 196 49 698 Al. This flap assembly is equipped with a drive assembly for a tailgate of a motor vehicle, which is pivotally mounted and is biased by means of a bias generated by gas springs in an open position. The drive assembly includes a drive with a pull cable system that is driven by a drive motor to swing the tailgate back from the open position to the closed position.

However, drive arrangements for flap arrangements of a motor vehicle are known which provide a substantially rigid connection between the drive motor on the one hand and the flap on the other hand (DE 198 44 265 A1). Here, the drive motor is coupled via a push rod with the bracket of the flap drive technology. For the anti-trap protection, a mechanical solution in the form of an overload clutch is provided. This flap is biased in the opening direction. For the bias of a coil spring is provided, which acts via a Bowden cable on the bracket of the flap. A similar concept is disclosed in the above-mentioned DE 38 15 065 A1 in an alternative, wherein the push rod is designed here as a rack, which is in engagement with the pinion of the drive motor.

In another known flap arrangement (DE 37 44 083 A1), it is provided that the drive does not work against the bias of the flap, but against the weight of the flap. For this purpose, a push rod is provided, which is articulated at its one end pivotally mounted on the flap and runs at its other end in a arranged on the body of the motor vehicle guide. About a cable drive the push rod is moved in the guide, that the flap is adjusted accordingly. Again, one of the above-mentioned measures to ensure a pinch protection is provided.

Finally, DE 101 10 884 A1 discloses a flap arrangement with a drive arrangement with a gear mechanism provided on the tailgate, which drives an output shaft. The output shaft is in a mounting plate mounted, which in turn is connected to the body and serves as a torque support for the drive assembly. At the end of the output shaft, an actuating lever is arranged, which acts directly or with the interposition of a lever linkage to the tailgate. The drive device is designed to drive the tailgate from the open position to a predetermined angular position. This drive mechanism is expensive and requires additional space.

It should be noted that the flap assembly in question will usually be equipped with a motor vehicle lock, so that the closed position of the flap can be taken safely, in particular with regard to the prevention of unauthorized access. This motor vehicle lock is then actuated correspondingly by motor, so that the opening operation and the closing process can proceed completely automatically. Also, here can be provided a motorized closing aid.

The invention is based on the problem, the known flap arrangement to design and further develop such that an effective anti-trap with little design effort is feasible.

The above problem is first solved in a flap assembly having the features of the preamble of claim 1 by the features of the characterizing part of claim 1.

It is essential to first realize that by a special vote of the bias of the flap on the force acting on the flap depending on the weight of the flap an optimal design of the drive assembly, in particular with regard to the anti-trap can be realized.

By the above vote between bias and weight, the total swing range of the flap can be divided into a first, starting with the closed position swivel range and in a second, adjacent to the first pivoting range, ending with the open position pivoting range. In the first pivoting range, the weight of the flap outweighs the bias, so that without braking the weight force causes an adjustment of the flap in the direction of the closed position. In the second Pivoting range outweighs the bias the weight of the flap, so that without braking the bias causes an adjustment of the flap in the direction of the open position. Between the two pivoting ranges, so to speak, there is a reversal point, at which the tilting tendency of the flap reverses accordingly.

The drive is now associated with a first drive train and a second drive train, wherein the drive controls the adjustment of the flap in the first pivoting range via the first drive train and the adjustment of the flap in the second pivoting range via the second drive train. There are thus provided two force action chains from the drive to the flap, wherein each force action chain is assigned a drive train.

By "controlling" the adjustment is meant not only the admission of the flap with a drive torque in the adjustment direction, but possibly also the application of the flap with a braking torque counter to the adjustment. This is particularly appropriate against the background of the above two pivoting ranges of the flap, which are associated with each other opposite Verstellneigungen the flap.

The proposed solution leads to a structurally simple structure of the drive assembly, which basically can be completely dispensed with a pinch protection. First, it has been recognized that with the two above pivoting ranges of the flap during the closing process or during the opening process, only care must be taken that the reversal point is reached. The further adjustment of the flap then takes over the weight or the bias of the flap, so that the drive only has a possibly to be provided braking function. This is particularly interesting when closing, in which after passing through the reversal point of the drive just slows the adjustment of the flap against the weight of the flap. There is now an obstacle in the path of movement of the flap, so that in principle there is a risk of trapping, so at most acts the weight of the flap minus the bias of the flap on this obstacle. The weight of the flap is usually not so large that there is a risk of damage or injury. On a pinch protection can therefore be completely dispensed with appropriate design of the flap. Such a preferred Embodiment in which on the first drive train, a force on the flap exclusively in the direction of the open position of the flap can be generated, is the subject of claim 2. Depending on the application can even be dispensed with the brake function, resulting in a particularly simple implementation.

The further preferred embodiment according to claim 10 leads to a particularly compact and at the same time structurally simple embodiment. It is particularly preferred if the transmission lever on the one hand and the pulley on the other hand coupled to a single actuator or part of this one control element.

Further, it is advantageous if the bias of the flap according to claim 11 is at least partially ensured by a coil spring which is coupled to the actuator of the drive. This leads again to a particularly compact design.

Claim 16 relates to a further preferred embodiment, which manages with a particularly small number of different components. This embodiment is particularly advantageous with regard to the manual actuation of the flap.

Claims 23 to 34 relate to preferred embodiments, in which the drive arrangement has a drive for adjusting the flap against the bias in the closed position. The drive initially comprises a drive motor and a traction cable guided in a Bowden tube. In this case, one end of the traction cable is coupled via a driver with the drive motor and the other end of the traction cable with the flap. The pull cable serves to pivot the flap against the bias of the open position to the closed position.

The Bowden tube is designed as a thrust element to propel the flap from the closed position or from an almost closed position in the direction of the open position. In the preferred embodiment according to claim 24, it is provided that by a displacement of the Bowden tube, the flap is propelled at least up to a predetermined position, in the biasing force is sufficiently strong to pivot the flap - automatically - in the direction of the open position. Again, the displacement of the Bowden tube only ensures that the reversal point described above is achieved.

For the displacement of the Bowden tube a Bowden tube drive is provided according to claim 25, which is preferably at the same time the above drive for pivoting the flap in the closed position. It is particularly advantageous if the same drive motor, possibly with a downstream gear, is involved in the actuation of the traction cable on the one hand and the Bowden tube on the other hand. In the above sense, the Bowden tube is then part of the first drive train and the pull rope part of the second drive train.

The preferred embodiment according to claim 29 is particularly advantageous in view of the manual operability of the flap. The driver is positively or positively coupled to the Bowden tube or with the pull rope in each case only one direction of movement. Accordingly, one freewheel is realized in the other direction. This freewheel allows the manual operation of the flap with a suitable design, without having to mitverstellen the associated drive motor.

According to a further teaching according to claim 36, which has independent significance, the drive concept described above is claimed with an initial loading of the flap with a drive torque and subsequent action on the flap with a braking torque. This teaching is largely independent of the structure of the drive assembly, in particular, the drive is not necessarily equipped with a first drive train and a second drive train.

A drive arrangement with a drive, which may have only a single drive train, is the subject of a further teaching according to claim 38, which also has independent significance. Here, the drive motor is coupled with the flap drive technology via a Bowden cable, which is designed as a push-pull Bowden cable. This means that the soul of the Bowden cable for adjusting the flap on pull - pull operation - and pressure - push operation - is resilient. The advantage here is the fact that the driving and the braking of the adjustment of the flap in the above sense can be realized in a simple and compact manner.

Finally, according to the further teaching according to claim 41, which also belongs to independent significance, claimed the different variants of a drive assembly of a flap arrangement described above as such. Reference may be made to the above statements.

Fig. 1

das Heck eines Kraftfahrzeugs mit einer vorschlagsgemäßen Klappenanordnung gemäß einer ersten Ausführungsform in einer Seitenansicht,

Fig. 2

das Heck eines Kraftfahrzeugs mit einer vorschlagsgemäßen Klappenanordnung gemäß einer weiteren Ausführungsform in einer Seitenansicht,

Fig. 3

die Antriebsanordnung der Klappenanordnung gemäß Fig. 1 bei in Schließstellung befindlicher Klappe in einer perspektivischen Ansicht,

Fig. 4

die Antriebsanordnung gemäß Fig. 3 bei in Öffnungsstellung befindlicher Klappe in einer weiteren perspektivischen Ansicht,

Fig. 5

eine Variante der Antriebsanordnung gemäß Fig. 3 in einer weiteren perspektivischen Ansicht,

Fig. 6

die Antriebsanordnung der Klappenanordnung gemäß Fig. 2 bei in Schließstellung befindlicher Klappe in einer Seitenansicht,

Fig. 7

die Antriebsanordnung gemäß Fig. 6 bei im Umkehrpunkt befindlicher Klappe in einer Seitenansicht,

Fig. 8

eine Variante der Antriebsanordnung gemäß Fig. 6 bei im Umkehrpunkt befindlicher Klappe,

Fig. 9

das Heck eines Kraftfahrzeugs mit einer vorschlagsgemäßen Klappenanordnung gemäß drei weiterer Ausführungsformen jeweils in einer Seitenansicht,

Fig. 10

die Antriebsanordnung einer Klappenanordnung gemäß Fig. 9 bei in Schließstellung befindlicher Klappe in einer Seitenansicht,

Fig. 11

sechs verschiedene Phasen beim motorischen Öffnen und Schließen einer Klappe mittels der Antriebsanordnung gemäß Fig. 10,

Fig. 12

sechs verschiedene Phasen beim manuellen Öffnen und Schließen einer Heckklappe mittels der Antriebsanordnung gemäß Fig. 10,

Fig. 13

ein Antriebsmechanismus zum Verschieben des Mitnehmers der Antriebsanordnung gemäß Fig. 10,

Fig. 14

das Heck eines Kraftfahrzeugs mit einer vorschlagsgemäßen Klappenanordnung gemäß einer weiteren Ausführungsform in einer Seitenansicht.

In the following the invention will be explained in more detail with reference to a drawing illustrating only embodiments. In the drawing shows

Fig. 1

the rear of a motor vehicle with a proposed flap assembly according to a first embodiment in a side view,

Fig. 2

the rear of a motor vehicle with a proposed flap arrangement according to a further embodiment in a side view,

Fig. 3

1 in the case of the flap in the closed position in a perspective view,

Fig. 4

3 in the opening position befindlicher flap in a further perspective view,

Fig. 5

a variant of the drive assembly of FIG. 3 in a further perspective view,

Fig. 6

2 in the case of the flap in the closed position in a side view,

Fig. 7

6 shows the drive arrangement according to FIG. 6 with the flap located at the reversal point in a side view,

Fig. 8

a variant of the drive arrangement according to FIG. 6 with the flap located at the reversal point,

Fig. 9

the rear of a motor vehicle with a proposed flap arrangement according to three further embodiments in each case in a side view,

Fig. 10

9 shows the drive arrangement of a flap arrangement according to FIG. 9 with the flap in the closed position in a side view,

Fig. 11

six different phases during the motorized opening and closing of a flap by means of the drive arrangement according to FIG. 10,

Fig. 12

six different phases during manual opening and closing of a tailgate by means of the drive arrangement according to FIG. 10,

Fig. 13

a drive mechanism for displacing the carrier of the drive arrangement according to FIG. 10,

Fig. 14

the rear of a motor vehicle with a proposed flap assembly according to another embodiment in a side view.

The illustrated in Fig. 1 flap assembly I of a motor vehicle 2 is equipped with a hinged to the body 3 of the motor vehicle 2 flap 4, through which a flap opening in the body 3 is closed. In the present case, the flap assembly 1 is assigned to the trunk of the motor vehicle 2. But there are also all other, above-mentioned application variants for a flap assembly 1 possible and provided.

The flap arrangement 1 has a drive arrangement 5 for actuating the flap 4 with a drive 6. In principle, it can be provided that only one drive 6 is arranged laterally of the flap opening of the body 3. In the present case, however, it is so that two drives 6 are provided, which are each arranged laterally of the flap opening of the body 3.

The drive 6 is equipped with a drive motor 7. In principle, however, the drive 6 can also have a plurality of drive motors 7, as will be explained below.

The flap 4 is by means of the drive 6 between a closed position and an open position - opening process - or between the open position and the closed position - closing - adjustable. The open position of the flap 4 is shown in dashed lines in FIGS. 1, 2.

The flap 4 is biased in its open position. This is indicated in Fig. 2 in the overall view as a spring arrangement 8 only schematically and by way of example.

The bias is now matched to the weight of the flap 4, that in a first, starting with the closed position swivel range A of the flap 4, the weight of the flap 4 predominates the bias and the weight of an adjustment of the flap 4 in the closed position is effected , In a second, adjacent to the first pivoting area A, ending with the open position pivoting range B of the flap 4 finally outweighs the bias the weight of the flap 4, so that an adjustment of the flap 4 in the direction of the open position can be effected by the bias. The two pivot areas A, B are shown schematically in FIG.

The above vote of the bias on the weight can be achieved on the one hand by a corresponding design of the spring assembly 8 and by a corresponding weight distribution on the flap 4.

In the embodiment shown in Fig. 1, it is such that the torque caused by the weight of the flap 4 steadily decreases to the flap 4 in the closing direction during the opening operation. This is because the center of gravity of the flap 4 approaches the pivot axis 9 of the flap 4 during the opening process. The bias is now interpreted as that at the reversal point, ie exactly between the pivot areas A and B, the weight compensated and outweighs in further adjustment of the flap 4 in the opening direction. This interpretation of the bias can be when using a spring by appropriate selection of the spring characteristic realize. But it can also be provided that the spring realizing the bias passes through a corresponding dead center when passing through the reversal point. Then the articulation of the spring is the cause of the realization of the two pivoting ranges A and B.

As spring all known from the prior art types of springs can be used. Examples include coil springs or gas springs. A preferred embodiment, which has a spring arrangement 8 with a spiral spring, will be described below.

It is essential that the drive 6, a first drive train 10 and a second drive train 11 is assigned, wherein the drive 6, the adjustment of the flap 4 in the first pivoting range A on the first drive train 10 and the adjustment of the flap 4 in the second pivoting range B on the second drive train 11 controls. The associated advantages in particular with regard to the realization of the drive 6 have been explained in the general part of the description.

In a preferred embodiment, a force acting on the flap 4 exclusively in the direction of the open position of the flap 4 can be generated via the first drive train 10. This means that in the first pivoting range A, to which the first drive train 10 is to some extent assigned, no force can be generated by the drive 6 in the closed position. As a result, caused by the driving force of the drive 6 pinching objects or persons is completely excluded, so that it can be dispensed with an anti-trap. With the realization of the above pivoting ranges A, B of the flap 4, it is also sufficient for the motor actuation, if over the second drive train 11, a force on the flap 4 exclusively in the direction of the closed position of the flap 4 can be generated.

In a preferred embodiment, it is such that the drive 6 when Öffnimgsvorgang drives the adjustment of the flap 4 in the first pivoting range A on the first drive train 10 and braking in the second pivoting range B via the second drive train 11 It is meant that the drive 6 during the opening process in first pivot area A a drive torque in the adjustment direction the flap 4 exerts and in the second pivot region B exerts a braking torque against the adjustment direction on the flap 4. Accordingly, it is preferably provided during the closing operation that the drive 6 drives the adjustment of the flap 4 in the second pivot region B via the second drive train 11 and brakes in the first pivoting range A via the first drive train 10. Here it is clear that largely any pivoting ranges of the flap 4 can be provided without the drive 6 with respect to the motor actuation of the flap 4 reaches its limits. This is particularly advantageous in view of the particularly wide pivoting ranges of today's boot lid.

The reversal point between the first pivot area A and the second pivot area B is, as described above, dependent on the vote of the bias voltage on the weight of the flap 4. In a preferred embodiment, the reversal point is seen from the closed position at a Klappenschwenkwinkel of 20 ° before the open position. This corresponds approximately to the preferred embodiment shown in FIG.

There are various possibilities of articulation of the flap 4 on the body 3 of the motor vehicle 2. One possibility is to design the flap 4 about a pivot axis 9 pivotally. In a preferred embodiment, the flap 4 is then equipped with a bracket 12, preferably with two brackets 12 on both sides of the flap 4, via which or via which the flap 4 is pivotally connected to the body 3 accordingly. In this case, preferably both drive trains 10, 11 with the bracket 12 for controlling the adjustment of the flap 4 in drive engineering engagement can be brought. In principle, the drive trains 10, 11 or one of the drive trains 10, 11 but also at another point on the flap 4 attack.

It is also conceivable that the flap 4 is articulated via a special kinematics, preferably via a four-joint kinematics pivotally mounted on the body 3 of the motor vehicle 2. The type of articulation of the flap 4 plays only a minor role for the success of the invention.

In the preferred exemplary embodiment illustrated in FIG. 1, the drive 6 has an actuating element 14 which can be rotated about an actuating element axis 13, on the one hand with the drive motor 7 and on the other hand with the two drive trains 10, 11 or with one of the two drive trains 10, 11 is coupled drive technology. An actuating element 14, which is coupled to both drive trains 10, 11, is shown in FIG. The solution with an actuating element 14 for both drive trains 10, 11 leads overall to a particularly compact design.

Numerous variants are conceivable, such as the drive 6, in particular the two drive trains 10, 11 are configured in detail. In the following some particularly preferred embodiments are described, which is not to be understood as limiting.

In the first embodiment shown in FIGS. 1, 3 and 4, it is provided that the first drive train 10 has a drive cable 15 which can be wound onto a pulley 16 by means of the drive motor 7. The drive cable 15 is fixed with a cable end 17 on the flap 4, here on the bracket 12 of the flap 4. It can be seen Fig. 3, that upon rotation of the actuating element 14 in Fig. 3 on the left around the bracket 12 and thus the flap 4 in Fig. 3 to the right pivot. It is therefore the case that an adjustment of the flap 4 in the direction of the open position can be effected via the drive cable 15 of the first drive train 10 in the first pivoting region A of the flap 4.

Depending on the application, it may also be advantageous that alternatively or additionally, the second drive train 11 is equipped with a corresponding windable drive cable. In the illustrated first embodiment, however, it is such that the second drive train 11 has a transmission lever 18 in the manner of an eccentric, which is engageable with the flap 4 in drive engineering engagement. It is preferably provided that via the transmission lever 18 of the second drive train 11 in the second pivot region B of the flap 4, an adjustment of the flap 4 in the direction of the closed position is effected. For this drive-technical engagement between the transmission lever 18 and the flap 4, a guide surface 19 is preferably arranged in or on the bracket 12 of the flap 4. In particular, the transmission lever 18 now has an eccentric pin 20 which can be brought into drive-related engagement with the guide surface 19. This is shown for the first embodiment in Fig. 4. The flap 4 is here in the open position. The eccentric pin 20 of the transmission lever 18 is located in Fig. 4 in the upwardly deflected position. A rotation of the actuating element 14 in Fig. 4 on the right now causes an adjustment of the flap 4 in the direction of the closed position.

Due to the fact that, as it were, a sliding along of the eccentric pin 20 is provided on the guide surface 19, it may be advantageous if the eccentric pin 20 is designed to be rotatable about its own axis. Then the eccentric pin 20 can roll on the guide surface 19, resulting in particularly low friction losses.

In the present case, it is so that a drive 6 or the drive train 10, 11 of a drive 6 can not only transmit a drive torque, but at the same time also a braking torque. The drive torque and the braking torque act in the same direction. This is utilized in the proposed drive arrangement 5.

During the opening process, it is now so that the drive 6 drives the adjustment of the flap 4 in the first pivot area A by the controlled winding of the drive cable 15 to the pulley 16. This is connected to an adjustment of the actuating element 14 in Fig. 3 on the left. Immediately after passing through the reversal point, the eccentric pin 20 of the transmission lever 18 is preferably in its lower position and just comes into engagement with the guide surface 19 on the bracket 12. The flap 4 is now in the second pivot region B, so that they, driven by the bias the flap 4, in the open position urges. This adjustment of the flap 4 in the direction of the open position is initially blocked by the transmission lever 18. This moves in further adjustment of the actuating element 14 steadily in Figs. 3, 4 upwards and slides along the guide surface 19 along. By this controlled adjustment of the transmission lever 18 so the adjustment of the flap 4 is braked in the direction of the open position. The entire opening process can thus be controlled by the drive 6 in both pivot areas A, B.

The reverse procedure results for the closing process. During the closing process, the adjustment of the flap 4 in the second pivot area B (Fig. 4) initially drive by the controlled adjustment of the transmission lever 18. In the illustrated, first embodiment, an adjustment of the actuating element 14 in Fig. 4 is thus connected to the right. Again, the eccentric pin 20 slides along the guide surface 19 and presses the bracket 12 and thus the flap 4 in the direction of the closed position. Immediately after passing through the reversal point of the transmission lever 18 is disengaged from the guide surface 19 so that subsequently in the first pivoting range A, the adjustment of the flap 4 is braked by the controlled unwinding of the drive cable 15.

In the above-described mode of operation of the drive arrangement 5, the individual components, in particular the guide surface 19, are to be designed such that no tension occurs in the components involved during the opening operation and the closing operation. In particular, by a corresponding design of the guide surface 19 to ensure that in the second pivot region B, when the eccentric pin 20 is in engagement with the guide surface 19, no excessive tension in the drive cable 15 occurs. This can basically lead to problems, since the drive cable 15 is wound up during the opening process in the swivel range B, even if it does not take over a drive function here.

It has already been pointed out that the pulley 16 on the one hand and the transmission lever 18 on the other hand are coupled to the one adjusting element 14 of the drive 6. Here it is even so that the pulley 16 and the transmission lever 18 can be seen as part of the control element 14.

A particular advantage of the above-described operation of the drive assembly 5 results from the fact that only a braking of the adjustment of the flap 4 via the drive cable 15 is provided during the closing process. A separate anti-trap protection is therefore not necessary. This was explained above.

Furthermore, it is advantageous that the flap 4 from the closed position (Fig. 3) can be easily brought into the open position. Neither the drive cable 15 nor the transmission lever 18 hinder such a manual adjustment. In case of a manual closing process, care must be taken that drive cable 15 can be unwound from the pulley 16. This is in any case the case when the system drive motor 7 - actuator 14 is not designed self-locking. In general, however, a self-locking will be provided here in order to ensure a fixation of the flap 4 in intermediate positions can. Then, a corresponding coupling between the actuator 14 and the drive motor 7 is provided.

Some variants for realizing the pretensioning of the flap 4 have already been explained above. A particularly preferred variant is that the drive 6 is coupled to a coil spring 21 and that the coil spring 21 provides at least a portion of the bias of the flap 4. In a particularly preferred embodiment, the coil spring 21 is coupled to the actuator 14 of the drive 6 and in particular substantially aligned with the actuator axis 13. An example of this shows the variant shown in Fig. 5 (the representation of the drive cable 15 was omitted here). In this illustration, the flap 4 is in the open position. Evident here is a coil spring 21, whose inner end 22 is coupled to the actuator axis 13 and whose outer end 23 is in fixed connection with the body 3 of the motor vehicle 2. Such a use of a coil spring 21 for the realization of the bias of the flap 4 leads to a particularly compact overall arrangement. Due to the drive engineering proximity of the coil spring 21 to the drive 6, a coordination of the design of the coil spring 21 on the structure of the drive 6 is also easily possible. Overall, this leads to an optimal design of all drive components. In principle, several spiral springs 21 can also be provided here. It is also possible, the coil spring 21 to steer so that it passes through a dead center itself when passing through the reversal point.

A second, likewise preferred exemplary embodiment of a flap arrangement 1 according to the invention is shown in FIGS. 2, 6 and 7. This will be explained in more detail below.

It is essential here first that a push rod 24 is provided, which at one end 25 drivingly coupled to the flap 4, here with the bracket 12 of the flap 4 and at its other end 26 in a connected to the body 3 guide 27 along a guideway is guided, that the push rod 24 runs at an adjustment of the flap 4 between the closed position and the open position in the guide 27 along the guideway. As a result, the control of the movement of the push rod 24 in the guide 27 and the control of the adjustment of the flap 4 is possible. Thus, if the movement of the push rod 24 is driven or braked in the guide, so the adjustment of the flap 4 is driven or braked accordingly. The guidance of the push rod 24 does not necessarily take place at one of the ends of the push rod 24. In principle, the guide of the push rod 24 may be provided at any point between the two ends 25, 26 of the push rod 24.

In Figs. 6 and 7, the guide 27 is configured such that the guide track is bent. As a result, a translation can be achieved with a particularly high degree of effectiveness. In principle, however, the guide 27 can also be designed straight, so that the guide track is linear. Such a variant is shown in FIG. 8.

In a preferred embodiment, a driving pin 28 is provided on the push rod 24, wherein both drive trains 10, 11 of the drive 6 are drivingly engageable with the driving pin 28 into engagement. As a result, by means of the drive 6, the movement of the push rod 24 in the guide 27 can be controlled. In principle, it is also conceivable that only one of the two drive trains 10, 11 can be brought into engagement with the driving pin 28.

For the realization of the drive trains 10, 11, as above, numerous variants are conceivable. For example, a drive cable 15 described above with pulley 16 or a transmission lever 18 in the manner of an eccentric can be used here. In the illustrated preferred embodiment, the drive 6, however, two each about an actuator axis 29, 30 rotatable adjusting elements 31, 32, wherein the adjusting elements 31, 32 respectively coupled to the drive motor 7 driving technology and preferably are coupled with each other motion. In the exemplary embodiments illustrated in FIGS. 6, 7 and 8, the two adjusting elements 31, 32 are coupled to the drive motor 7 via the spur gear 33. The movement coupling between the actuators 31, 32 takes place here in accordance with the spur gear 33rd

The adjusting elements 31; 32 are now each assigned to a drive train 10, 11. As can be seen in the drawing, the two actuator axes 29, 30 are arranged parallel to each other and spaced from each other.

The two adjusting elements 31, 32 each have a driving wing 34, 35 for engagement with the driving rod 24 arranged on the driving pin 28. About this engagement between one of the adjusting elements 31, 32 and the driving pin 28, a movement of the push rod 24 in the guide 27 can be effected. During this movement of the push rod 24, the driving pin 28 and the respective driving wings 34, 35 slide along one another. For this purpose, the driver vanes 34, 35 of the adjusting elements 31, 32 are preferably each formed as from the respective actuator axis 29, 30 outgoing, radially erstrekkende webs o. The like, each of which on its longitudinal side 36, 37 engageable with the driving pin 28 can be brought ,

It can be seen, for example, Fig. 6, that in an adjustment of the right control element 31 on the left a movement of the push rod 24 in the guide 27 to the left is effected. The reverse applies to the left actuator 32 with respect to the dashed position shown the push rod 24. In this illustration, the advantage of the curved guide 27 is particularly clear. The guide 27 is in fact designed such that it is partially aligned in a circular arc around the two actuator axes 29, 30. This results in that during the movement of the push rod 24 by the adjusting elements 31, 32, a relative movement between the driving wings 34, 35 and the driving pin 28 is reduced to a minimum. This in turn leads to minimal friction losses and overall high efficiency of this gear ratio.

In the above, second embodiment, the motor opening operation now proceeds as follows: The drive 6 first drives the adjustment of the flap 4 in the first pivoting range A by the controlled adjustment of the first drive train 10 associated adjusting element 31 via the engagement between the driving wing 34 and the driving pin 28 on. In detail, the right in Fig. 6 actuator 31 is driven to the left, and pushes the driving pin 28 of the push rod 24 to the left. This causes a lifting of the flap 4, whereby upon further adjustment of the actuating element 31 the reversal point of the flap 4 is reached. This is shown in FIG. 7. By the movement coupling of the two adjusting elements 31, 32 with each other and the second drive train 11 associated, in Fig. 7 left adjusting element 32 has adjusted accordingly. This is apparent from the synopsis of Figs. 6 and 7. The actuator 32 now takes over the further control of the movement of the push rod 24. In detail, it is here so that in the second pivot region B, the further adjustment of the flap 4 by the controlled adjustment of the second drive train 11 associated adjusting element 32 is braked via the engagement between the driving wing 35 and the driving pin 28.

During the closing process, however, the drive 6 drives the adjustment of the flap 4 in the second pivot area B by the controlled adjustment of the second drive train 11 associated adjusting element 32 via the engagement between the driving wing 35 and the driving pin 28. In this case, the push rod 24 is transferred from the position shown in dashed lines in Fig. 6 in the position shown in Fig. 7 (reversal point). In the first pivoting range A, the drive 6 then brakes the further adjustment of the flap 4 by means of the controlled adjustment of the actuating element 31 assigned to the first drive train 10 via the engagement between its driving wing 34 and the driving pin 28. The push rod 24 thus reaches that shown in FIG solid line position.

In principle, the same advantages can be achieved with the second exemplary embodiment described above as with the first exemplary embodiment described above. In particular, with regard to the anti-trap protection, the two embodiments are equally advantageous.

The second embodiment has very special advantages with regard to the manual opening operation as well as the manual closing operation. Namely, the flap 4 can be manually adjusted here both from the open position and from the closed position without the need for an additional clutch. This is evident from the illustration according to FIG. 6. The push rod 24 can be moved without hindrance from the drive trains 10, 11 (or from the actuating elements 31, 32) in the guide 27. For a manual operation of the flap 4 is readily possible.

In the illustrated preferred embodiment, the adjusting elements 31, 32 each have two driver wings, which are arranged offset by 180 ° with respect to the respective actuator axis 29, 30 to each other. It is preferably provided that an opening operation or, a closing operation with a rotation of the adjusting elements 31, 32 is connected by 180 °.

However, it can also be provided that the adjusting elements 31, 32 each have three driver wings, which are arranged at 120 ° to each other with respect to the respective actuator axis 29, 30. Then, an opening operation or a closing operation with an adjustment of the adjusting elements 31, 32 is connected by 120 °.

In all conceivable constellations of the adjusting elements 31, 32 and the associated driver wings 34,35, it is such that in an opening operation or a closing operation, the adjusting elements 31, 32 each pivot from a starting position to a target position and that in each case the starting position and the objective with regard to the motor adjustment of the push rod 24 are equivalent. This means that both an opening operation and a closing operation can be started both from the starting position and from the target position. This, in turn, results from the illustration according to FIG. 6. It can not be deduced from this representation whether the adjusting elements 31, 32 are in their initial position or in their target position, since these are equivalent in the above sense.

As a result, the equivalence of starting position and objective described above means that, for example, after a motor opening operation and a subsequent manual closing immediately and without prior realignment of the adjusting elements 31, 32, a motor opening operation is feasible. This leads to a particularly flexible operation of the flap assembly. 1

Essential for the latter advantage of the second embodiment is the fact that the driving wings 34, 35 of the adjusting elements 31, 32 are at unconfirmed drive 6 outside the range of movement of the push rod 24, in particular of the driving pin 28 of the push rod 24.

It should be noted that the representation of FIG. 2, 6, 7 and 8 is only roughly schematic. In particular, no length ratios can be deduced from this illustration. Concealed lines are not shown here in dashed lines in the sense of a clear representation. Consequently, this representation corresponds to a number of possible realizations. A conceivable realization is that the one actuator 31 is arranged perpendicular to the plane seen on the front of the guide 27 and that the other actuator 32 is disposed correspondingly on the back of the guide 27. The driver wings 34, 35 of the adjusting elements 31, 32 then have corresponding to each other.

In the illustrated embodiments, it is such that in any case the drive motor 7 is rigidly connected to the body 3 of the motor vehicle 2. In principle, however, it can also be provided to arrange the drive motor 7 on the flap 4, in particular on the bracket 12 of the flap 4. Then, the drive trains 10, 11 of the drive 6 can be brought in accordance with fixedly arranged on the body 3 components in engagement.

Furthermore, it can be provided that the drive motor 7 is coupled via an additional coupling, preferably via a slip clutch, with the drive trains 10, 11 in terms of drive technology. As a result, an overload of the drive motor 7, for example, in an iced and thus not openable flap 4 can be prevented. The slip clutch is arranged in the first embodiment in the area 38 of the drive 6.

Alternatively or additionally, it may further be provided that the two drive trains 10, 11 can be decoupled from the drive motor 7 via a switchable clutch in terms of drive technology. This is required in the first embodiment, as described above, for the manual closing operation. In the second embodiment, such a clutch is desirable when the manual operation is desired from an intermediate position. Such a coupling is preferably provided in the first embodiment in the actuator 14 or directly on the actuator 14.

In the described embodiments, only a single drive motor 7 for both drive trains 10, 11 is provided. In principle, it can be provided be that both drive trains 10, 11 are each drivingly coupled to a separate drive motor. Then, a corresponding synchronization of the two drive motors control technology provided.

It has already been pointed out that preferably two drives 6 are provided, which are arranged laterally of the flap opening of the body 3. This leads to a uniform load on the flap 4, so that a delay of the flap 4 is avoided. It may even be advantageous in the sense of optimum synchronization if the two drives 6 to a certain extent share a single drive motor 7. Depending on the embodiment, it may also be advantageous that only a single drive 6 is provided, which may be acceptable in particular from a cost point of view.

The flap assembly 1 is preferably equipped with a motor vehicle lock 39 shown only schematically in FIGS. 1, 2, and more preferably with a motorized closing aid. For the detailed design, different variants are known from the prior art.

9 to 13 show a third preferred embodiment of a flap assembly 1. All in the context of the proposed solution above variants and advantages are also applicable to the third embodiment accordingly. Reference may be made to the above statements.

In this respect, FIG. 9 in the views a), b) and c) relates to various configurations of the drive arrangement 5, which are explained below.

Fig. 10 shows a drive assembly 5 for a flap 4 of a motor vehicle, which is pivotally mounted and biased by a biasing force, in particular the biasing force of a gas spring, in a fully open position. In this case, a drive 6 is provided to pivot the flap 4 against the biasing force in a closed position, wherein the drive 6 comprises a drive motor 7 and a guided in a Bowden cable 42 traction cable 43, whose one end 51 is coupled to the drive motor 7 and the other end 45 is coupled to the flap 4. It is essential here that the Bowden tube 42 is designed as a thrust element to the flap 4 from the To drive closed position or from an almost closed position in the direction of the open position.

Referring to Fig. 10, the drive assembly 5 comprises a piston-cylinder unit formed by a gas-lift cylinder 40 and a piston 41 dipping therein, and the drive 6 comprising the Bowden tube 42 and the traction cable 43 guided therein. According to FIG. 10, the cylinder 40 is fastened to the attachment body 44 on the body 3 and the piston 41 is fastened to the attachment point 47 on the flap 4. Further, the front end of the traction cable 43 is coupled to the piston 41 of the gas spring. Thus, according to FIG. 10, for example, the front end of the traction cable 43 is coupled to the attachment point 45 with a coupling member 46, for example a plate or a cable nipple holder, wherein the coupling member 46 in turn is coupled or connected to the piston 41. Alternatively, the attachment point 44 on the flap 4 and the attachment point 47 may be coupled to the body 3, which in particular depends on which side (flap or body) of the drive motor 7 is provided and on which side (flap or body) of the piston 41 and the cylinder 40 are coupled, which will be explained in more detail with reference to FIG. 9. It is also explained how the flap 4 is adjustable against its bias by means of the pull cable 43 in the closed position.

According to FIG. 10, a coupling element 48, for example a plate, is fastened or connected to the cylinder 40, in which the Bowden tube 42 is displaceably mounted. For this purpose, in or on the coupling member 48 is a Bowden tube longitudinal guide, for example, a bore, provided for guiding the Bowden tube 42, namely in accordance with the, 10 in a direction substantially perpendicular to the coupling member 48 and in the longitudinal direction of the Bowden tube 42nd 10, a projection or collar 49 is formed at the front end of the Bowden tube 42, on the one hand serves as a stop to prevent slippage of the Bowden tube 42 through the coupling member 48 therethrough, and on the other hand sufficiently dimensionally stable to to act as the operating end of the Bowden tube 42 for propelling the flap 4 in the direction of the open position.

The Bowden tube 42 is, as indicated above, designed as a thrust element to propel the flap 4 from the closed position or from an almost closed position in the direction of the open position. In this case, the Bowden tube 42 can act directly on the coupling member 46 and the flap 4. However, it may also be provided a transmission mechanism for transmitting the feed force to the flap 4, which is coupled to the front end of the Bowden tube 42.

The flap 4 is driven, starting from the closed position to a predetermined position in which the force exerted by the piston-cylinder unit bias is sufficiently strong to pivot the flap 4 automatically further in the direction of the open position. The said predetermined position is dependent on the design of the piston-cylinder unit, the respective leverage ratios, the weight of the flap 4 and other physical parameters, such as the ambient temperature. According to the invention, the drive assembly 5 is designed so that an automatic, caused by the piston-cylinder unit opening the flap 4 is reliably guaranteed under all specified environmental conditions. For this purpose, the flap 4 may be pivoted in the predetermined position by about 10 degrees to about 30 degrees relative to the closed position in the direction of the open position. This can be achieved by a displacement of the Bowden tube 42 by about 5 to 10 cm easily.

In a preferred embodiment, a Bowden tube drive is provided to move the Bowden tube 42. It may be advantageous in principle to provide a separate drive for this purpose. A particularly compact arrangement, however, results when the Bowden tube drive is designed for adjusting the pull cable 23 at the same time. It when the drive 6 described above for pivoting the flap 4 in the closed position is identical to the Bowden tube drive is particularly advantageous. It is particularly advantageous if this drive 6 has only a single drive motor 7, which is coupled on the one hand with the Bowden tube 42 and on the other hand with the pull cable 43 drive technology. Such a drive motor 7 is shown by way of example in FIG. 13 and will be explained in more detail below.

The drive 6 can act on the Bowden tube 42 and the pull cable 43 in different ways. It is conceivable that the drive 6 for this purpose, a transmission element and / or a driver 50 is associated. In the illustrated preferred embodiment, the drive 6, in particular the drive motor 7, is coupled to a driver 50.

The driver 50 is preferably provided at the rear end of the Bowden tube 42 and designed so as to be able to pull on the pull cable 43 for closing the flap 4 and on the other hand to drive the Bowden tube 42 in order to shift the flap 4 into the predetermined position. The driver 50 can then be arranged by a suitable design of the Bowden tube 42 at largely arbitrary locations. Preferably, the driver 50 is integrated in the roof area, in the roof pillars or in the flap 4.

The driver 50 is further preferably at least decoupled in a direction of displacement of the Bowden tube 42 and can be moved relative to this in the longitudinal direction. In the driver 50 recesses are provided on opposite sides, in which the rear end of the Bowden tube 42 and the cable nipple 51 can be accommodated in order to adjust these in the longitudinal direction. In this case, in the recess for receiving the rear end of the Bowden tube 42 may be provided a slight clamping connection to clamp the rear end, and / or the driver 50 may be resiliently biased against the rear end of the Bowden tube 42 to a return of the Bowden tube 42nd to enable. The rear end of the Bowden tube 42 and the cable nipple 51 are thus provided on the drive side of the drive assembly 5.

For the manual operation of the flap 4 to be explained, the above decoupling of the driver 50 from the Bowden tube 42 is particularly advantageous. It is preferably provided that the driver 50 is coupled to the Bowden tube 42 and the pull cable 43 in each case only one direction of force non-positive or positive fit. By this only one-sided coupling eliminates the need for a coupling between the drive 6 and the driver 50, in particular between the drive motor 7 and the driver 50. Without this one-sided coupling would be such an additional coupling for the manual operation of the flap 4, for example in case of battery or engine failure, necessary.

At the rear end of the traction cable 43, a mechanism 52, such as a tension spring, is provided to keep the traction cable 43 taut. Furthermore, the rear end of the Bowden tube 42 may be kept under tension at least at the area cooperating with the driver 50 in order to prevent uncontrolled bending or buckling of the Bowden tube 42.

In a further embodiment, the system is designed with a mechanical or electromechanical coupling between the drive 6, here the drive motor 7, and the driver 50, which may be useful if precise control over the movement of the flap 4 is required. In this case, the driver 50 is rigidly coupled with the traction cable 43 and the Bowden tube 42 without any major play.

Subsequently, a movement sequence for automatically opening and closing a flap 4 will be explained with reference to FIG. 11, wherein six different movement phases are to be designated by the letters A-F. In Fig. 11, the region in which the force for opening the flap 4 is substantially generated by the drive 6 according to the invention is indicated by Y, while the region in which the force to open the flap 4 substantially from the gas spring is generated, denoted by X. Referring to Fig. 11A, the flap 4 is in its fully closed position in which the driver 50 is in a neutral position and abuts the rear end of the bow pipe 42 to cooperate therewith, and in which the operating end 49 on the Coupling member 48 is present. In the position shown in FIG. 11A, the pull cable 43 is maximally withdrawn and this is kept taut by the mechanism 52, for example a tension spring.

For advancing the flap 4 in the position shown in FIG. 11B, the drive 6, in particular the drive motor 7, acts on the driver 50, as described in more detail below with reference to FIG. 13, in order to advance the Bowden tube 42 relative to the stationary coupling member 48 ; Finally, the actuating end 49 abuts against the coupling member 46 coupled to the piston 41 and further cooperates with the coupling member 46 to this at further advancement of the Bowden tube 42 weiterzureiben. In this way, the piston 41 is pressed out of the cylinder 40 and the flap 4 is further driven to a predetermined position. According to FIG. 11B, the driver 50 is in a so-called open position, in which the driver 50 is advanced maximally in the direction of the coupling member 48, in particular up to the aforementioned predetermined position. Also coupled with the flap 4 pull rope 43 is carried along with the Bowden tube 42 while driving the flap 4.

11C shows the drive assembly 5 in the fully open position of the flap 4, in which the flap 4 is automatically adjusted due to the force exerted by the piston-cylinder unit 40, 41 biasing force. As shown in Fig. 11C, the Bowden tube 42 is not further advanced upon further pivoting of the flap 4 in the direction of the fully open position, so that the driver 50 remains in the open position. Upon further pivoting of the flap 4 in the direction of the fully open position, however, the pull cable 43, whose front end is coupled to the flap 4 and the coupling member 46, pulled along, so that the cable nipple 51 in the fully open position shown in FIG. 11C is pulled in the direction of the driver 50 and the rear end of the Bowden tube 42.

For pivoting back the flap 4 in the direction of the closed position, the drive 6, in particular the drive motor 7, acts on the cable nipple 51 in order to retract it, for example winding it up on a cable drum (not shown). According to FIG. 11E, the driver 50 is coupled to the drive 6, in particular to the drive motor 7, so that the driver 50 retracts the cable nipple 51 received in its cable nipple intake. As shown in FIG. 11E, upon further pivoting of the flap 4 further toward the closed position, the piston 41 continues to dip into the cylinder 40.

Finally, the closed position shown in FIG. 11F is reached, in which the cable nipple 51 is retracted to the maximum and the driver 50 is in the closed position, in which the driver 50 is maximally spaced from the rear end of the Bowden tube 42. In this closed position, the flap 4 can be locked by a lock system. To prepare for a next opening operation, a drive mechanism acts on the driver 50 in order to adjust this back to the neutral position shown in FIG. 11A, in which the driver 50 bears against the rear end of the Bowden tube 42. This reset of the driver 50 can be triggered by a corresponding sensor.

The drive assembly 5 according to the invention may additionally be designed for a manual opening and closing of the flap 4, for example, when the flap 4 is moved by a motor in an end position, that is in the open position or in the closed position, so if the driver 50 in the neutral or when it is determined that the vehicle battery or the drive motor 7 of the drive 6 has failed. A sequence of movements for manually opening and closing the flap 4 will be explained in more detail below with reference to FIG. The letters A to F designate movement phases corresponding to the movement phases according to FIGS. 11A-F.

Fig. 12A shows the drive assembly 5 in its closed position, which corresponds to the position shown in FIG. 11A. To open the flap 4, this is manually pivoted in the direction of the open position. In this case, according to Figures 12B and 12C coupled to the flap 4 coupling member 46 is moved relative to the coupling member 48 and the cylinder 40, the piston 41 is further pulled out of the cylinder 40 and the cable 43 is further pulled out of the Bowden tube 42. Because the drive 6, in particular the drive motor 7, does not act on the driver 50 or the Bowden tube 42 when the flap 4 is opened manually, these two elements remain in their initial position. Finally, the open position according to FIG. 12C is reached, in which the rear cable nipple 51 of the completely pulled-out pulling cable 43 is received in the cable nipple receptacle of the driver 50.

Referring to Figures 12E and 12F, the flap 4 is swung back to its fully closed position. In this case, the pull cable 43 is withdrawn due to the biasing force, until finally the starting position according to the figures 12F and 12A is reached.

The drive assembly 5 according to the present invention further comprises a sensor, not shown, which preferably the angular position of the flap 4th determined. For this purpose, for example, Hall sensors at a suitable location, for example on a cable drum for winding and unwinding of the pull cable 43 may be provided, or the angular position of the flap 4 can be sensed by position-sensing optoelectronic sensors or mechanically, for example by means of a switching strip or switch contacts, mechanically palpated , When the flap 4 is in the fully open position of FIG. 11C or in an almost fully open position, the sensor system - or a downstream controller coupled to the sensor - outputs a control signal to a drive mechanism about the driver 50 and the Bowden tube 42 to reset to the neutral position shown in FIG. 11D. In this neutral position, the actuation end 49 rests against the coupling member 48 again, which corresponds to the fully closed position according to FIG. 11A, and the cable nipple 51 of the maximum pull-out pull rope is received in the cable nipple receptacle of the driver 50. In the position shown in FIG. 11D, the drive assembly 5 is thus prepared for a motor-driven closing of the flap 4, so that the drive assembly 5 can respond immediately to a command to automatically close the flap 4. To reset the driver 50 and the Bowden tube 42 in the neutral position shown in FIG. 11D, for example, the drive assembly 5 shown in FIG. 13 can be used.

In the manual adjustment of the flap 4, a reset of the driver 50 and / or the Bowden tube 42 is not required, since the two elements indeed remain in their respective starting position.

As will be readily apparent to those skilled in the art, the drive assembly 5 may further include a control device such as a known anti-jamming function of vehicle power windows to control the drive 6 to prevent jamming of objects when the door 4 is closed, and / or responding to a counterforce when pushing the flap 4 in the direction of the open position to cancel further propulsion of the flap 4. This of course applies to all described embodiments.

An example of a drive mechanism for shifting the Bowden tube 42 and the traction cable 43 will now be described with reference to FIG.

According to FIG. 13, the driver 50 is adjusted via a non-positive or positive connection by a motor-driven gear 53 along the circular path indicated by a double-headed arrow. In this case, the driver 50 takes depending on the direction of movement of the pull cable 43 and the Bowden tube 42 and thus moves the flap 4. As shown in FIG. 13, the drive movement is generated by an electric motor 54 and via the spindle 55 to the coupled with the driver gear 50 53 transmitted.

In principle, other types of transmission are suitable, which generate a movement of the driver 50 from a translatory and / or rotary motor movement, wherein the movement of the driver 50 must contain a linear portion which minimally corresponds to the movement of the piston 41 of the gas spring to said predetermined position ,

Preferably, the drive assembly 5 has a transmission with very little or no self-locking, so that in the event of failure of the engine or the battery even during the opening operation, when the driver 50 is in the upper position (open) is or is a one-off Manual overpressure of the flap 4 can bring the driver 50 in its neutral position. In this case, a manual adjustment of the flap 4, as described above with reference to FIGS 12A-F, without increased operating forces possible until the battery is recharged or the engine is replaced.

In the above design of the transmission of the drive assembly 5, it is also conceivable that the driving force is transmitted to a positive connection region of the Bowden tube 42. The one-sided, provided by the driver 50 coupling could then give way to a two-sided coupling, resulting in a simple structural realization. In addition or as an alternative to the non-self-locking transmission, a clutch for manual operation could then be provided.

It has already been pointed out that a number of different configurations are conceivable for the design of the drive arrangement 5. These configurations differ substantially in the arrangement of the drive motor 7. Three different configurations are shown in Fig. 9 in the views a), b) and c).

According to FIG. 9, view a), the drive motor 7 and the gas-pressure cylinder 40 are provided in the roof region of the body 3, wherein the piston 41 is coupled to the flap 4 via a coupling region 57 guided in a lever mechanism 56. This coupling region 57 can be identical to the coupling member 46 according to FIG. 10.

According to view b) in FIG. 9, the drive motor 7 is arranged in the lower region of the body 3, for example in the side trunk, the cylinder 40 is fastened to the fastening point 44 on the flap 4 and is the front end of the piston 41 on the coupling region 57 coupled with the body 3. In this case, the piston-cylinder unit is preferably arranged in the lateral gutter of the body 3.

According to the view c) in FIG. 9, the drive motor 7 is arranged in the flap 4, the cylinder 40 is fastened to the fastening point 44 on the body 3, and a front end of the piston 41 is coupled to the flap 4 at the coupling area 57. As will be readily apparent to one skilled in the art, the traction cable 43 may also be deflected at one end in the manner of a pulley, for example at the coupling region 57 or where the traction cable 43 contacts the cylinder 40 and piston 41 of the cylinder-piston assembly couples.

It has already been explained that in the above sense, the Bowden tube 42 can be understood as part of the first drive train 10 and the pull cable 43 as part of the second drive train 11. Against this background, the above statements for driving and braking the adjustment of the flap 4 apply accordingly. For example, it may be provided for the opening process, that the adjustment of the flap 4 is first driven in the manner described by the advancement of the Bowden tube 42. Subsequently, the effected by the bias of the flap 4, further adjustment can be braked by a corresponding actuation of the traction cable 43. Conversely, during the closing process, the Bowden tube 42 can act accordingly as a brake.

With the last explained, third embodiment, a drive 6 is provided, which can transmit both tensile forces on the pull cable 43 and compressive forces on the Bowden tube 42 for closing and opening the flap 4 in a compact manner. It should be noted that the Bowden tube 42 must be made sufficiently stable in order to transmit the required compressive forces. For example, the Bowden tube 42 may even be configured as a rigid tube. In the case of the flexible embodiment of the Bowden tube 42, however, a sufficient guidance of the Bowden tube 42 is necessary.

For all described embodiments may be expressly noted that braking the adjustment of the flap 4 at the end of the opening operation and / or the closing operation is not absolutely necessary, but advantageous.

According to another teaching, which has independent significance, a flap assembly 1 is claimed, in which a drive assembly 5 is provided, which drives the adjustment of the flap 4 as described above or brakes. The existence of two drive trains 10, 11 is not necessarily assumed. Reference may be made to the above statements.

Fig. 14 shows a flap assembly 1 according to another teaching, which also has independent significance. It is essential here that the drive 6 of the drive assembly 5 for the drive-technical coupling of the drive motor 7 with the flap 4 has a Bowden cable 58, the soul 59 for adjusting the flap 4 on train - pull operation - and pressure - push operation - loadable is and over which the adjustment of the flap 4 can be driven and braked. For the rest, reference may be made to the above statements.

Particularly advantageous is the fact that the driving or braking of the adjustment of the flap 4 in a simple and compact manner can be realized according to this further teaching. In principle, can be dispensed with the braking of the adjustment of the flap 4, so that the adjustment of the flap 4 is effectively only triggered.

In a preferred embodiment, however, it is so that the drive 6 during the opening process, the adjustment of the flap 4 in the first pivot area A drives and the Bowden cable 58 thereby works in push mode and brakes in the second pivoting range and the Bowden cable 58 thereby works in the pull mode. Accordingly, it is provided during the closing operation that the drive 6 drives the adjustment of the flap 4 in the second pivoting area B and the Bowden cable 58 thereby operates in pull mode and brakes in the first pivoting area A and the Bowden cable 58 thereby operates in push operation.

Depending on the structural design, the pull operation and the push operation of the Bowden cable 58 can also be used in the reverse manner. Then it is so that the drive 6 during the opening process, the adjustment of the flap 4 in the first pivoting range A drives and the Bowden cable 58 while working in pull mode and braking in the second pivoting range B and the Bowden cable 58 while working in push mode. During the closing operation, it is then provided that the drive 6 drives the adjustment of the flap 4 in the second pivoting range B and the Bowden cable 58 thereby operates in push mode and brakes in the first pivoting range A and the Bowden cable 58 thereby operates in pull mode.

In the exemplary embodiment shown in FIG. 14, the core 59 of the Bowden cable 58 is coupled on the output side with the flap 4 and on the drive side with the drive motor 7. The coupling of the soul 59 with the drive motor 7 can be done for example via a pulley. Depending on the design of the bias of the flap 4, a pulley may be provided with a diameter variable over its circumference, in order to be able to generate optimum drive torques in each case. But it is also conceivable that the soul 59 of the Bowden cable 58 via a driver arrangement described above o. The like. Is adjusted. In principle, the drive 6 with push-pull Bowden cable 58 can also be designed with a clutch for manual actuation, provided that this is constructive, for example by a self-locking intermediate gear or the like. Here again reference may be made to the above statements.

Finally, according to another teaching, which also has independent significance, claims a drive assembly 5 as such. For this purpose, reference may also be made to the above statements.

Claims (42)

A flap arrangement of a motor vehicle (2) with a flap (4) pivotably hinged to the body (3) of the motor vehicle (2), with a drive arrangement (5) for actuating the flap (4) with at least one drive (6), the drive (6) at least one drive motor (7), wherein the flap (4) by means of the drive (6) between a closed position and an open position - opening operation - or between the open position and the closed position - closing operation - is adjustable, the flap ( 4) is biased in its open position,
characterized,
that prevails in a first, starting with the closed position swivel range A of the flap (4) the weight of the flap (4) and the bias by the weight of an adjustment of the flap (4) in the direction of the closed position is effected that in a second, to the first pivoting range A adjacent, with the open position ending pivoting range B of the flap (4) predominates the bias of the weight of the flap (4) and by the bias an adjustment of the flap (4) in the direction of the open position is effected, that the drive (6 ) is associated with a first drive train (10) and a second drive train (11) and that the drive (6) the adjustment of the flap (4) in the first pivoting range A via the first drive train (10) and the adjustment of the flap (4) in second pivot area B via the second drive train (11) controls. Flap assembly according to claim 1, characterized in that on the first drive train (10) a force on the flap (4) exclusively in the direction of the open position of the flap (4) can be generated, and / or that on the second drive train (11) a Force action on the flap (4) exclusively in the direction of the closed position of the flap (4) can be generated. Flap assembly according to claim 1 or 2, characterized in that the drive (6) during the opening operation, the adjustment of the flap (4) in the first pivot area A via the first drive train (10) drives and brakes in the second pivot area B via the second drive train (11) , and / or that the drive (6) during the closing operation, the adjustment of the flap (4) in the second Pivoting range B via the second drive train (11) drives and brakes in the first pivoting range A via the first drive train (10). Flap arrangement according to one of the preceding claims, characterized in that the reversal point between the first pivoting area A and the second pivoting area B, viewed from the closed position, lies at a flap pivoting angle of approximately 20 ° in front of the open position. Flap assembly according to one of the preceding claims, characterized in that the flap (4) has at least one bracket (12), by means of which the flap (4) is pivotably articulated to the body (3) and that the first drive train (10) and / or or the second drive train (11) with the bracket (12) for controlling the adjustment of the flap (4) can be brought into drive engineering engagement. Flap arrangement according to one of the preceding claims, characterized in that the drive (6) has an actuating element (14) rotatable about an actuating element axis (13) and that the actuating element (14) is connected on one side to the drive motor (7) and on the other hand to the first drive train ( 10) and / or with the second drive train (11) is drivingly coupled. Flap arrangement according to one of the preceding claims, characterized in that the first drive train (10) and / or the second drive train (11) has a drive cable (15) which can be wound onto a pulley (16) by means of the drive motor (7) and the with a cable end (17) on the flap (4) is fixed, preferably, that on the drive cable (15) of the first drive train (10) in the first pivoting range A of the flap (4) an adjustment of the flap (4) in the direction of the open position is feasible. Flap arrangement according to one of the preceding claims, characterized in that the first drive train (10) and / or the second drive train (11) has a transmission lever (18) in the manner of an eccentric, which can be brought into drive-related engagement with the flap (4), Preferably, that via the transmission lever (18) of the second drive train (11) in the second pivot region B of the flap (4) an adjustment of the flap (4) in the direction of the closed position is effected. Flap assembly according to claims 5 and 8, characterized in that for the engagement between the transmission lever (18) and the flap (4) a guide surface (19) in or on the bracket (12) of the flap (4) is arranged, that the transmission lever (18) has an eccentric pin (20) and that the eccentric pin (20) with the guide surface (19) is driveable engageable, preferably that the eccentric pin (20) on the guide surface (19) can roll and therefore about its own axis is rotatable. Flap arrangement according to claims 7 and 8 and optionally according to claim 9, characterized in that the drive (6) during the opening process, the adjustment of the flap (4) in the first pivot area A by the controlled winding of the drive cable (15) on the pulley (16 ) drives and in the second pivot area B by the controlled adjustment of the transmission lever (18) brakes, and / or that the drive (6) during the closing operation, the adjustment of the flap (4) in the second pivot area B by the controlled adjustment of the transmission lever (18) drives and brakes in the first pivot area A by the controlled unwinding of the drive cable (15), preferably that the pulley (16) on the one hand and the transmission lever (18) on the other hand with the one actuator (14) of the drive (6) coupled or part of the control element (14). Flap assembly according to one of the preceding claims, preferably according to claim 6, characterized in that the drive (6) is coupled to a spiral spring (21) and that the spiral spring (21) provides at least part of the bias of the flap (4), preferably in that the spiral spring (21) is coupled to the setting element (14) of the drive (6), more preferably that the spiral spring (21) is aligned substantially with the adjusting element axis (13). Flap assembly according to one of the preceding claims, characterized in that a push rod (24) is provided which at its one end (27) drivingly coupled to the flap (4) and at its other end (26) or at a location between the two ends (25, 26) is guided along a guide track in a guide (27) connected to the bodywork (3) in such a way that the push rod (24) is displaced during an adjustment of the flap (4) Closed position and the open position in the guide (27) along the guideway runs and that thereby on the control of the movement of the push rod (24) in the guide (27), the control of the adjustment of the flap (4) is possible, preferably that the guideway is designed linear or curved, more preferably, that on the push rod (24) a driving pin (28) is provided, that the first drive train (10) and / or the second drive train (11) of the drive (6) drivingly with the driving pin ( 28) is engaged and that thereby by means of the drive (6), the movement of the push rod (24) in the guide (27) is controllable. Flap arrangement according to one of the preceding claims, characterized in that the drive (6) has two adjusting elements (31, 32) which are each rotatable about an adjusting element axis (29, 30), that the adjusting elements (31, 32) are each connected to the drive motor (7). coupled drive technology and are preferably coupled to each other and that the adjusting elements (31, 32) are each associated with a drive train (10, 11), preferably, that the two actuator axes (29, 30) are arranged parallel to each other and spaced from each other. Flap assembly according to claims 12 and 13, characterized in that the two adjusting elements (31, 32) each have a driving wing (34, 35) for engagement with the on the push rod (24) arranged driving pins (28) that on the engagement between one of the adjusting elements (31, 32) and the driving pin (28) a movement of the push rod (24) in the guide (27) is effected and that preferably during this movement of the driving pin (28) and the respective driving wing (34, 35) slide along one another, more preferably, that the driver vanes (34, 35) of the adjusting elements (31, 32) are each formed as extending from the respective actuator axis (29, 30), radially extending webs o. The like., Which at its longitudinal side ( 36, 37) in each case in engagement with the driving pin (28) can be brought. Flap arrangement according to claim 14, characterized in that the drive (6) during the opening process, the adjustment of the flap (4) in the first pivoting range A by the controlled adjustment of the first drive train (10) associated adjusting element (31) via the engagement between the Driving wing (34) and the driving pin (28) drives and in the second pivot region B by the controlled adjustment of the second drive train (11) associated adjusting element (32) via the engagement between the driving wing (35) and the driving pin (28) brakes, and / or that the drive (6) during the closing operation, the adjustment of the flap (4) in the second pivoting range B by the controlled adjustment of the second drive train (11) associated adjusting element (32) via the engagement between the driving wing (35) and the driving pin (28) drives and brakes in the first pivoting range A by the controlled adjustment of the first drive train (10) associated adjusting element (31) via the engagement between the driving wing (34) and the driving pin (28). Flap assembly according to claim 14 or 15, characterized in that the adjusting elements (31, 32) each have two driving wings, which are arranged offset by 180 ° with respect to the respective adjusting element axis (29, 30) to each other, or that the adjusting elements (31, 32 ) each have three driver wings, which are arranged at 120 ° to each other with respect to the respective actuator axis (29, 30). Flap arrangement according to one of claims 13 to 16, characterized in that during an opening or closing operation, the adjusting elements (31, 32) each pivot from an initial position to a target position and that in each case the starting position and the target position with respect to the motorized adjustment of the push rod (24) are equivalent. Flap arrangement according to one of claims 13 to 17, characterized in that the driver wings (34, 35) lie outside the movement range of the push rod (24) when the drive (6) is not actuated. Flap arrangement according to one of the preceding claims, characterized in that the drive motor (7) is coupled in terms of drive technology via a coupling, preferably via a slip clutch, to the drive trains (10, 11). Flap arrangement according to one of the preceding claims, characterized in that the two drive trains (10, 11) can be uncoupled from the drive motor (7) via a switchable clutch in terms of drive technology. Flap arrangement according to one of the preceding claims, characterized in that both drive trains (10, 11) are each drive-coupled with a separate drive motor. Flap assembly according to one of the preceding claims, characterized in that two drives (6) are provided, which are arranged laterally of the flap opening of the body (3). Flap assembly according to claim 1 and optionally, according to claim 2, 3, 4, 19, 20, 21 or 22, characterized in that the drive arrangement (5) has the drive (6) to move the flap (4) against its bias in one To swing closed position that the drive (6) comprises the drive motor (7) and a Bowden tube (42) guided traction cable (43) whose one end (51) is coupled to the drive motor (7) and the other end (45 ) is coupled to the flap (4) and that the Bowden tube (42) is designed as a thrust element to propel the flap (4) from the closed position or from an almost closed position in the direction of the open position. Flap assembly according to claim 23, characterized in that the Bowden tube (42) is slidably mounted to drive the flap (4) at least to a predetermined position in which the biasing force is sufficiently strong to move the flap (4) further in the direction to pivot the opening position, preferably, that the flap (4) is pivoted in the predetermined position by 10 ° to 30 ° relative to the closed position in the direction of the open position. Flap assembly according to claim 23 or 24, characterized in that a Bowden tube drive is provided to displace the Bowden tube (42), preferably that the Bowden tube drive is further adapted for adjusting the pull cable (43), more preferably that the drive (6) for pivoting the flap (4) in the closed position is identical to the Bowden tube drive. Flap arrangement according to one of claims 23 to 25, characterized in that the drive (6), in particular the drive motor (7), via a transmission element and / or a driver (50) directly to the Bowden tube (42) and the pull cable (43). acts. Flap arrangement according to one of claims 23 to 26, characterized in that the drive (6), in particular the drive motor 7, is coupled to a driver (50). Flap assembly according to claim 26 or 27, characterized in that the driver (50) cooperates with a rear end of the Bowden tube (42) to displace the Bowden tube (42) and / or that a front end (49) of the Bowden tube (42 ) is coupled to the flap (4) in order to drive it in the direction of the open position. Flap assembly according to one of claims 26 to 28, characterized in that the driver (50) with the Bowden tube (42) or the pull rope (43) in each case only one direction of movement is positively or positively coupled, preferably, that by the coupling Necessity of coupling between the drive (6), in particular drive motor (7), and driver (50) is omitted, which would otherwise be necessary for manual operation of the flap (4) in case of battery or engine failure. Valve arrangement according to one of claims 26 to 29, characterized in that a return means is provided to bias the Bowden tube (42) against the driver (50). Flap assembly according to one of claims 23 to 30, characterized in that a rear end of the pull cable (43) is resiliently biased. Flap assembly according to one of claims 23 to 31, characterized in that a portion of the Bowden tube (42), on which the drive (6), in particular the drive motor (7), is applied, is held under tension, to an uncontrolled bending or kinking of the Bowden tube (42) counteract. Flap assembly according to claim 26 or 27 and optionally according to one of claims 28 to 32, characterized in that a coupling between the drive (6), in particular the drive motor (7), and the driver (50) is provided, preferably that the Coupling between the driver (50) and pull cable (43) and Bowden tube (42) is rigid in order to achieve better control of the flap movement in all positions. Flap assembly according to one of claims 23 to 33, further comprising a sensor to detect a position of the flap (4) and to trigger a return of the Bowden tube (42) and / or the driver (50) in a neutral position, preferably that the Sensor is designed to trigger the return of the Bowden tube (42) and / or the driver (50) when the flap (4) is fully or almost completely open. Flap assembly according to one of the preceding claims, further comprising control means for controlling the drive (6) to prevent jamming of objects when the flap (4) is closed, and / or for counteracting force in advancing the flap (4). to react and to stop the propulsion of the flap (4). A flap arrangement of a motor vehicle (2) with a flap (4) pivotably hinged to the body (3) of the motor vehicle (2), with a drive arrangement (5) for actuating the flap (4) with at least one drive (6), the drive (6) at least one drive motor (7), wherein the flap (4) by means of the drive (6) between a closed position and an open position - opening operation - or between the open position and the closed position - closing operation - is adjustable, the flap ( 4) is biased in its open position,
characterized,
that prevails in a first, starting with the closed position swivel range A of the flap (4) the weight of the flap (4) and the bias by the weight of an adjustment of the flap (4) in the direction of the closed position is effected that in a second, to the first pivot area A adjacent, with the open position ending pivoting range B of the flap (4), the bias of the weight of the flap (4) predominates and by the bias of an adjustment of the flap (4) in the direction of the open position can be effected that the drive (6) during the opening process, the adjustment of the flap (4) in the first pivot area A drives and brakes in the second pivot area B, and / or that the drive (6) during the closing process, the adjustment of the flap (4) second pivoting range B drives and brakes in the first pivoting range A. Flap assembly according to claim 36, characterized by the features of the characterizing part of one or more of claims 1 to 35. A flap arrangement of a motor vehicle (2) with a flap (4) pivotably hinged to the body (3) of the motor vehicle (2), with a drive arrangement (5) for actuating the flap (4) with at least one drive (6), the drive (6) at least one drive motor (7), wherein the flap (4) by means of the drive (6) between a closed position and an open position - opening operation - or between the open position and the closed position - closing operation - is adjustable, the flap ( 4) is biased in its open position,
preferably according to claim 36,
characterized,
that prevails in a first, starting with the closed position swivel range A of the flap (4) the weight of the flap (4) and the bias by the weight of an adjustment of the flap (4) in the direction of the closed position is effected that in a second, to the first pivot area A adjacent, with the open position ending pivoting range B of the flap (4) predominates the bias of the weight of the flap (4) and by the bias of an adjustment of the flap (4) in the direction of the open position is effected, that the drive (6 ) for the drive technology coupling of the drive motor (7) with the flap (4) has a Bowden cable (58), the soul (59) for adjusting the flap (4) to pull - pull operation - and pressure - push operation - loadable is and over which the adjustment of the flap (4) can be driven and braked. Flap arrangement according to Claim 38, characterized in that the drive (6) drives the adjustment of the flap (4) in the first pivoting area A during the opening process and the Bowden cable (58) operates in push mode and brakes in the second pivoting area B and the Bowden cable ( 58) works in pull operation, and / or that the drive (6) during the closing operation, the adjustment of the flap (4) in the second pivoting range B drives and the Bowden cable (58) operates in pull mode and in the first pivoting range A brakes and the Bowden cable (58) works in push mode. Flap arrangement according to Claim 38, characterized in that the drive (6) drives the adjustment of the flap (4) in the first pivoting area A during the opening process and the Bowden cable (58) operates in pull mode and brakes in the second pivoting area B and the Bowden cable ( 58) while working in push mode, and / or that the drive (6) during the closing operation, the adjustment of the flap (4) in the second pivoting range B drives and the Bowden cable (58) operates in the push mode and in the first pivoting range A. brakes and the Bowden cable (58) works in pull mode. Drive arrangement for actuating a flap (4) of a motor vehicle (2) with a drive (6), wherein the drive (6) has a drive motor (7), wherein the flap (4) on the body (3) is pivotally articulated, wherein the flap (4) is biased in its open position,
marked by
the features of the characterizing part of one or more of the preceding claims. Drive arrangement according to Claim 41, characterized in that the flap (4) can be adjusted by means of the drive (6) between the closed position and the open position opening process - or between the open position and the closed position - closing operation.

Images