DE102007027622A1 - Drive arrangement for e.g. motor vehicle rear flap, has control unit to switch clutch in intermediate-coupling condition or detachable and coupling conditions, during motor driven adjustment process of flap before reaching end position - Google Patents

Abstract

The arrangement has a drive (3) with a motor unit (4) for producing a drive movement. A switchable clutch (6) arranged at a motor vehicle flap (2) is brought in a coupling condition, in which the motor unit for a nominal operation stands in contact with the flap, and in a detachable condition, in which the motor unit is separated from the flap. A control unit (7) controlling the motor unit switches the clutch in an intermediate-coupling condition or a detachable condition and the coupling condition, during motor driven adjustment process of the flap before reaching an end position.

Description

The The present invention relates to a drive arrangement for motor Adjustment of a motor vehicle flap or door with the features of the preamble of claim 1.

Of the Term "flap" is encompassing in the present case to understand. This may be a tailgate, a trunk lid, an engine compartment flap, a cargo compartment door o. The like. Act. With "door" of a motor vehicle is a side door or a hatchback meant, which in both cases also act as a sliding door can. In the following, only the term "motor vehicle door" is used, all include mentioned flaps and doors should.

The Motor vehicle door, which the drive arrangement in question is assigned, can be by means of the drive arrangement motorized between two end positions, here between an open one Position and a closed position, adjust.

The known drive arrangement for the motorized adjustment of a motor vehicle door ( DE 20 2004 016 542 U1 ), from which the invention proceeds, is equipped with a drive which has a motor unit and a gear unit connected downstream of the motor unit for generating drive movements. Of particular importance here is the fact that a clutch is connected in the drive train between a motor unit associated with the drive and the motor vehicle door. This clutch can be switched to a dome state, to an intermediate dome state and to a release state. In the dome state, a power transmission from the engine unit to the vehicle door in nominal operation is possible. In the release state, the vehicle door can move freely from the motor unit manually. In the intermediate dome state, only a reduced transmission torque or a reduced transmission force can be applied to the motor vehicle door via the coupling.

Of the Drive in the known drive arrangement is designed self-locking and the clutch designed to be in the intermediate-clutch state the respective position of the motor vehicle door just barely held becomes. By increased Kraftbeaufschlagung can be but also adjust the flap manually. The clutch then works as a friction clutch. This intermediate dome state takes place in emergency mode in case of power failure application.

Especially the motor closing process makes special demands on the drive arrangement. This is on the one hand, that in the last section of the closing process the usually existing motor vehicle lock in engagement with a closing wedge o. Like. To bring is. On the other hand, the effect of the flap seal caused seal back pressure the complete closing of the Motor vehicle door against.

Often, a closing aid arrangement is provided for the motorized adjustment of the motor vehicle door from a release position, which is disposed in front of the closed position, into the closed position. This adjustment of the vehicle door from the release position to the closed position is associated with a compression of the flap seal and therefore with a high expenditure of force. A known closing aid arrangement ( DE 39 35 804 C2 ) provides that the closing wedge cooperating with the lock catch for the closing of the motor vehicle door is displaced by a motor.

In another known closing auxiliary arrangement ( DE 102 39 734 A1 ) It is such that the latch of the motor vehicle lock is adjusted by the motor from the pre-locking position to the main locking position. As a result, the motor vehicle door is correspondingly transferred from the release position to the closed position.

at the motor closing process with closing aid can it be provided that the Motor vehicle door is adjusted until it is against block against a stop is running. In the former variant of a Schließhilfsanordnung comes here the closing wedge with the lock trap engaged and pushes the lock trap from the open position to a detent position and further into an overstroke position. A further adjustment of the vehicle flap is prevented by that the lock latch has a corresponding stop. At the second, above Variant of a closing aid arrangement also comes the closing wedge first in engagement with the latch and adjusts these from the open position into a locked position, here the Vorraststellung. In a further adjustment of the vehicle door in the direction of the main latching position, one of the latch is assigned Spring tensioned so that the lock latch so to speak acts as a stop.

In all cases is in the last section of the motor closing, at the latest in the above blockage of the vehicle door, depending on the control a comparatively high drive torque or a comparatively high driving force applied by the drive to the vehicle door.

The consequence of the comparatively high drive torque or the comparatively high driving force is often a twisting of the driving force Conveyor flap, because the motor vehicle door, in particular in the embodiment as a tailgate is designed in places fairly yielding. Such twisting of the motor vehicle door, depending on the constructive boundary conditions, may be visually perceptible and unfavorable for aesthetic reasons. Furthermore, the high mechanical load of the components involved is disadvantageous in terms of their life, design, etc.

One Switching the clutch shortly after reaching the release position, in the example above, shortly after the vehicle door is locked, in the release state also leads to a sudden relaxation of the entire arrangement. Solving the However, coupling is necessary to the motorized closing auxiliary process to start. Not infrequently there is a noise associated with this sudden relaxation also perceived as an "opening bang" and thus as a loss of comfort becomes.

Of the Invention is based on the problem, the known drive assembly to design and develop such that the last section of the motor Adjustment process in each case runs in an optimized manner.

The The above problem is in a drive arrangement according to the preamble of claim 1 by the features of the characterizing part of claim 1 solved.

Essential is first the realization that when Reaching the end positions of the vehicle door the transmission the full rated torque or the full nominal force is not necessary is. This is especially true if a closing aid provided is. Therefore, it is proposed that the drive torque and the driving force to reduce before reaching at least one of the two end positions. The reduction of the drive torque or the driving force is in a simple way accomplished by the fact that the clutch in the anyway existing intermediate dome state is switched. Easier can be a limitation of the drive torque or the driving force not realize. On a complex control of the drive torque or the driving force can be dispensed with.

In Certain cases It may even be advantageous to the clutch before reaching at least one the two end positions in the release state to switch. These Variant comes preferably then wear, if ensured is that the vehicle door also remains without the drive in a defined position or is transferred to a defined position. This can for example by gas spring and / or by a suitable Exploitation of the flap weight be provided.

The preferred embodiment according to claim 2 relates to a specific design of the coupling, in particular a special realization of the intermediate dome state. The intermediate dome state is here preferably for provided the emergency operation in case of power failure (Claim 3). In such an emergency it is then ensured on the one hand that the Car door is held in the respective position and not uncontrolled falls. On the other hand, in the intermediate-dome state guaranteed that the Motor vehicle door by a manual operation with a predetermined Minimum operating force is adjustable. The here proposed "double use" of the intermediate dome state leads to a Particularly simple design and control technology realization.

at the preferred embodiment according to claim 4 is provided that the Clutch during motor closing before reaching the closed position in the intermediate-dome state or in the release state is switched. This can be all in the introduction with the motor closing process solve related problems.

Especially the proposed solution is advantageous if a Schließhilfsanordnung is provided. The engagement between the motor vehicle lock and the cotter o. The like. In the release position the vehicle door then runs particularly smoothly. This is the subject of claims 6 to 9th

Especially advantageous embodiments for the Realization of the coupling can be found in claims 12 to 17.

Further Details, features, objects and advantages of the present invention will be described below with reference to the drawing of preferred embodiments explained in more detail. In the drawing shows

1 in a schematic representation of the rear of a motor vehicle with a drive arrangement according to the invention,

2 a schematic diagram of an in 1 shown motor vehicle lock and a first variant of a Schließhilfsanordnung and

3 a schematic diagram of an in 1 shown motor vehicle lock and a second variant of a Schließhilfsanordnung.

This in 1 illustrated stern of a force vehicle is designed in the manner of a step tail. In principle, however, all other types, for example, the design of a combined motor vehicle type are also applicable here.

In 1 is a drive arrangement 1 for the motorized adjustment of a vehicle lid designed as a boot lid 2 shown. Instead of the vehicle door 2 It may also be a motor vehicle door o. The like. Act. With regard to the present wide scope of the terms "flap" and "door" reference is made to the introduction to the description.

The vehicle flap 2 can be by means of the drive assembly 1 motorically between an open position ( 1 ) and a closed position (not shown). This is at least one drive 3 provided, the drive 3 for generating drive movements, a motor unit 4 and one of the motor unit 4 downstream transmission 5 having. In the present case, it is the drive 3 to a linear drive, for example, a motor unit 4 with rotary drive shaft and a downstream spindle spindle nut gearbox 5 having.

In the drive train between the engine unit 4 and the vehicle door 2 is a shiftable clutch 6 arranged. This is in 1 shown schematically. The coupling 6 can be located anywhere on the powertrain. In the illustrated and so far preferred embodiment, the clutch 6 between the motor unit 4 and the transmission 5 located.

The coupling 6 can be brought into a dome state in which the motor unit 4 for rated operation in drive engineering engagement with the motor vehicle door 2 stands. By "nominal operation" is meant that here the drive torque or the driving force is available, the or for the adjustment of the vehicle door 2 between the two end positions is necessary. Correspondingly large must also in the dome state by the clutch 6 be transferable transmission torque or the corresponding transmission power.

The coupling 6 can also bring into a release state in which the motor unit 4 drive technology separated from the vehicle door 2 is. In this state, the vehicle door can be 2 manually, free from the motor unit 4 , adjust.

The coupling 6 Finally, it can be brought into an intermediate dome state with reduced transmission torque or reduced transmission power. The transferable transmission torque or the corresponding transmission force is smaller in the intermediate-coupling state than in the coupling state.

It is also a control device 7 for controlling the motor unit 4 on the one hand and the shiftable clutch 6 provided on the other hand. This control device 7 can be part of a centralized or decentralized control.

Of particular importance is the special design of the control device 7 , including the automatic switching of the clutch 6 allowed during the motor adjustment in the intermediate-dome state. This design concerns both the hardware and the software of the controller 7 , In detail, the controller switches 7 the coupling 6 the motorized adjustment of the vehicle door 2 before reaching at least one of the two end positions in the intermediate-dome state or in the release state and the rest in the dome state. This allows an excessive mechanical load on the vehicle door 2 as explained in the general part of the description in a simple way avoid.

In the self-locking design of the drive 3 (or the drives 3 ) is a very specific interpretation of the coupling 6 prefers. First, the self-locking design of the drive causes 3 a blockage of the manual adjustment of the vehicle door 2 when the drive 3 is turned off and the clutch 6 is in the dome state.

Next, it is provided that the vehicle door 2 in the intermediate-coupling state befindlicher clutch 6 by the self-locking of the drive 3 Although at any time in their current position can be fixed, but is adjustable by a manual operation with a predetermined minimum actuation force. This is particularly advantageous for emergency operation in the event of a power failure, since a high level of security against accidental closing of the motor vehicle door 2 on the one hand and a manual operability on the other hand can be guaranteed. In this interpretation of the coupling 6 is the above-described "double use" of the intermediate dome state possible.

In a particularly preferred embodiment, the clutch transferred 6 in the event of a power supply failure, automatically from the dome state to the intermediate dome state. This can be realized by a spring arrangement or by a permanent magnet arrangement.

A particularly advantageous effect can be achieved with the intermediate coupling state according to a preferred embodiment during the motor closing reach the aisle. It is provided that the control device 7 the coupling 6 switched to the intermediate-coupling state during the motor closing before reaching the closed position. This ensures that the drive torque or the driving force in the last section of the motor closing movement is limited to a predetermined limit and a by a high blocking force o. The like. Caused, excessive load on the vehicle door 2 is avoided.

Unless in the last section of the motor closing movement on the motor vehicle door 2 acting driving force is required, for example, because the flap weight acts in a sufficient manner in the closing direction, it may be advantageous to the clutch 6 not in the intermediate-dome state, but to switch to the release state. Simultaneously with the switching of the clutch 6 in the release state is preferably also the drive 3 off. The vehicle flap 2 is free of drive torque or driving force, so that the above problem of twisting o. The like. The vehicle door 2 does not occur. Possibly. Here, in addition, a gas spring o. The like. Be provided, the weight of the motor vehicle door 2 compensated in a suitable manner.

It can be provided in principle that the transfer of the clutch 6 in the intermediate-dome state or in the release state far before reaching the closed position. In a preferred embodiment, however, it is the case that the control device 7 the coupling 6 in the motor closing immediately before reaching the closed position in the intermediate-dome state or in the release state switches.

The switching of the clutch 6 in the intermediate dome state or in the release state preferably takes place approximately in the last third of the closing operation, more preferably in the last eighth of the closing operation, more preferably only in the last tenth of the closing operation.

The vehicle flap 2 is here and preferably around a flap axis 8th swivel designed. The switching of the clutch 6 in the intermediate-dome state or in the release state is preferably carried out at a flap angle position between 2 ° and 5 ° before the closed position.

The relatively late switching of the clutch 6 in the intermediate dome state or in the release state is associated with the advantage that during the motor movement of the motor vehicle door 2 Moreover, always a sufficient drive torque or sufficient driving force on the vehicle door 2 is transferable. Then the clutch 6 namely switched to the dome state. This is important in order to achieve the desired accelerations during the motor adjustment process.

In combination with a closing aid arrangement 9 The advantages of the proposed solution can be fully exploited. Such a closing aid arrangement 9 serves to the motor vehicle door 2 to transfer from a closed position of the triggering position in the closed position. This is the closing aid arrangement 9 a closing auxiliary drive 10 assigned. The release position of the vehicle door 2 is in 1 shown in dashed lines.

If a closing aid arrangement 9 is provided, the controller switches 7 the coupling 6 during the motor closing preferably before reaching the release position of the motor vehicle door 2 in the intermediate-dome state. Preferably, the clutch switches 6 immediately before reaching the release position of the vehicle door 2 in the intermediate-dome state. Again, under suitable structural conditions, a shift of the clutch 6 be provided in the release state.

In the 2 and 3 are two different configurations for a closing aid arrangement 9 shown. These closing aid arrangements 9 are each a motor vehicle lock 11 with the usual closing elements latch 12 and pawl 13 assigned. Here is the latch 12 with a closing wedge 14 o. The like. Can be brought into holding engagement. When the lock wedge 14 it may also be, for example, a striker or a locking pin.

At the in 2 illustrated closing aid arrangement 9 is a closing auxiliary drive 10 for motorized adjustment of the closing wedge 14 o. The like. The motor vehicle lock 11 provided by a Vorschließstellung in a closed position. The closing wedge located in the main closing position 14 o. The like is in 2 shown in dashed lines.

At the in 3 illustrated closing aid arrangement 9 serves the closing auxiliary drive 10 for motorized adjustment of the latch 12 of the motor vehicle lock 11 from a Vorraststellung not shown in the in 3 illustrated main locking position.

For all variants of closing aid arrangements 9 it comes in any way to a contact between the vehicle door 2 and the body of the motor vehicle, usually between the latch 12 and the closing wedge 14 o. The like reaches the vehicle door 2 preferably a blocking position. This, that the clutch 6 Here, when reaching this blocking position is preferably in the intermediate-dome state, there is a slippage of the clutch 6 , That on the vehicle flap 2 acting drive torque or the corresponding driving force is limited accordingly, in the case of switching the clutch 6 even zero in the release state. This is also the resulting burden on the vehicle door 2 , in particular the resulting deformation of the motor vehicle door 2 limited or zero. The coupling 6 can then be switched to the release state, unless it is already in the release state anyway, without having to be expected with a sudden and noisy relaxation of the entire arrangement.

For the realization of the blocking operation, it can basically be provided, as already described, that the lock catch 12 acts as a kind of stop. In this case, in a preferred embodiment, the latch also runs 12 against a stop 12a ( 2 ). In another preferred embodiment, not shown, a stop is provided against which the motor vehicle door 2 when reaching the trigger position is running. For example, it may be provided that this stop on the closing wedge 14 o. The like. Is arranged against the the sheet metal of the vehicle door 2 or the motor vehicle lock 11 running.

For the control technology implementation of the timely shutdown of the drive 3 After reaching the respective end position different possibilities are conceivable. One possibility is certain positions of the latch 12 interrogate and trigger corresponding switching functions. It is also conceivable, the slipping of the clutch 6 to monitor. Finally, another possibility is to provide a time control. This is the drive 3 basically driven a little longer than would be necessary under normal circumstances to ensure the achievement of the respective end position. Here it is accepted that the clutch 6 a certain amount of time working in slipping mode. This is justifiable, since the transmission torque or the transmission force in the intermediate-coupling state is indeed reduced.

The consideration, the clutch 6 To switch during the motor adjustment in the intermediate-dome state or in the release state, may also be advantageous in the motor opening process. This relates in particular to the achievement of the open position of the motor vehicle door 2 , Depending on the design of the drive 3 It may here again to an unwanted twisting of the vehicle door 2 come, provided that the drive torque or the driving force is not reduced. Preferably, it is therefore provided that the control device 7 the coupling 6 switched on in the motor opening operation before reaching the open position in the intermediate-dome state or in the release state. Again, the switching of the clutch takes place 6 advantageously immediately before reaching the open position.

The switching of the clutch 6 in the motor opening operation before reaching the open position in the release state is then considered when certain structural boundary conditions are present, for example, when gas spring are provided, the adjustment of the motor vehicle door 2 make sure it is in the fully open position.

In certain applications, it may be particularly advantageous to the clutch 6 by means of the control device 7 the motor closing before reaching the closed position, preferably immediately before reaching the closed position, to switch to the intermediate-coupling state and the motori's opening operation before reaching the open position, preferably immediately before reaching the open position, in the release state to switch. This allows the one hand, a safe retraction of the vehicle door 2 in the release position and on the other hand, a "gentle" opening process.

It has already been explained above that it is in the proposed solution to a suitable design of the coupling 6 arrives. In a preferred embodiment, the transmission torque or the transmission force in the intermediate coupling state clutch is about 30% to 70%, preferably about 50%, of the transmission torque or the transmission force in befindlichem in the coupling state clutch 6 ,

Also for the structural design of the coupling 6 Different possibilities are conceivable. In a preferred variant, the clutch 6 as electromechanical coupling 6 designed and has an electric motor o. The like. On. The embodiment of the coupling 6 as electromechanical coupling 6 leads to a robust and at the same time cost-effective implementation, which, however, causes significantly more noise under tension than an electromagnetic clutch to be explained below 6 ,

In the preferred embodiment of the coupling 6 as an electromagnetic clutch 6 it is envisaged that the clutch 6 an electromagnet and, preferably, additionally comprises a permanent magnet. Here is the clutch 6 by a control of the electromagnet in the Coupling state, in the intermediate-coupling state and in the release state brought.

By a reinforcement the magnetic field of the permanent magnet with the rectified Magnetic field of the electromagnet can be preferably realize the dome state. By a weakening of the Magnetic field of the permanent magnet with the opposite magnetic field the electromagnet can be more preferably the dissolution state realize.

The magnetic field of the permanent magnet is preferably sufficient here, the coupling 6 to fix in one of the dome states. This is advantageously the intermediate-coupling state, so that the clutch 6 the intermediate-coupling state in emergency mode in case of failure of the power supply as already mentioned automatically occupies.

Basically, it may be provided as above that the solenoid for switching the clutch 6 in the intermediate dome state is simply not driven. However, it is also conceivable to control the electromagnet for this purpose with a merely reduced control voltage or, in a particularly preferred embodiment, in PWM mode (pulse width modulation). When driving in PWM mode, a corresponding pulse width must be selected in order to achieve the desired reduced transmission torque or the desired reduced transmission power.

In general and in particular in the embodiments described above can be adjusted by a controlled in PWM operation electromagnet, the intermediate-coupling state and possibly other dome states with largely arbitrary transmission torque or with largely arbitrary transfer force, if the control device 7 is designed accordingly. This makes it conceivable in the motorized adjustment of the vehicle door 2 before reaching at least one of the two end positions, preferably proceeding from the intermediate coupling state, to start a predetermined transmission torque curve or transmission force curve. This can also be done with all other types of such, preferably continuously variable, controllable couplings 6 realize.

In a particularly preferred embodiment, it is provided that the coupling 6 a planetary gear has, that one of the elements sun gear, planet carrier and ring gear, the drive side of the clutch 6 forms that a second of the elements sun gear, planet carrier and ring gear, the output side of the clutch 6 forms and that the third of the elements sun gear, planet carrier and ring gear is coupled to a brake and is braked accordingly. The brake is preferably for the realization of the dome state, the intermediate dome state and the release state in a braking state, in an intermediate braking state and in a release state can be brought.

The above-mentioned solenoid and the optionally present permanent magnet is or are assigned in a particularly preferred embodiment of the brake, so that the brake in a braking state, an intermediate braking state and in a release state and thus the clutch 6 in a coupling state, in an intermediate-coupling state and in a release state can be brought.

Such a coupling is in the above German application 20 2004 016 542.2 disclosed to the assignee. Of the Disclosure of German application 20 2004 016 542.2 is hereby made the subject of the present application in its entirety. This concerns in particular the design of the coupling 6 with a planetary gear and with an electromagnet and a permanent magnet having brake.

Finally allowed on the German application 20 2005 020 085.9 be referred to, which also goes back to the applicant. The revelation content of this German application 20 2005 020 085.9 is hereby made the subject of the present application in its entirety. This concerns in particular the embodiment of the control of the closing wedge in the context of a motor-adjustable closing wedge. For motorized adjustment of the closing wedge here a closing aid arrangement is provided with a closing auxiliary drive. The motorized adjustment of the closing wedge takes place in such a manner that the closing wedge reaches the pre-closing position during the closing operation and preferably immediately before the engagement between the closing wedge and the lock catch.

The above control time for the adjustment of the closing wedge in the prelocking position can be additionally used in the present case in a particularly preferred embodiment, the above coupling 6 in the intermediate-dome state or in the release state to switch. This results in a particularly simple control engineering arrangement.

Claims (17)

Drive arrangement for the motorized adjustment of a motor vehicle door ( 2 ) or door, wherein the motor vehicle door ( 2 ) by means of the drive arrangement ( 1 ) Motor between two end positions, in particular between an open position and a closed position, is adjustable, wherein at least one drive ( 3 ) is provided, wherein the drive ( 3 ) for generating drive movements, a motor unit ( 4 ) and one of the motor unit ( 4 ) downstream transmission ( 5 ) and wherein in the drive train between the engine unit ( 4 ) and the motor vehicle door ( 2 ) a switchable coupling ( 6 ), wherein the coupling ( 6 ) can be brought into a coupling state in which the motor unit ( 4 ) for nominal operation in drive engineering engagement with the motor vehicle door ( 2 ), wherein the coupling ( 6 ) can be brought into a release state in which the motor unit ( 4 ) Driven separately from the motor vehicle door ( 2 ) and wherein the coupling ( 6 ) can be brought into an intermediate coupling state with reduced transmission torque or with reduced transmission force, and wherein a control device ( 7 ) for controlling the motor unit ( 4 ) on the one hand and the switchable coupling ( 6 on the other hand, characterized in that the control device ( 7 ) is designed so that the coupling ( 6 ) in the motorized adjustment of the motor vehicle door ( 2 ) before reaching at least one of the two end positions in the intermediate-dome state or in the release state and the rest in the dome state switches. Drive arrangement according to Claim 1, characterized in that the drive ( 3 ) is designed self-locking, so that the off drive ( 3 ) in the coupling state clutch ( 6 ) a manual adjustment of the motor vehicle door ( 2 ) and that the motor vehicle door ( 2 ) in the intermediate-clutch state clutch ( 6 ) by the self-locking of the drive ( 3 ) is always fixed in its current position, but by a manual operation with a predetermined minimum actuation force is adjustable. Drive arrangement according to Claim 1 or 2, characterized in that the coupling ( 6 ) is automatically transferred in case of failure of the power supply from the dome state to the intermediate dome state. Drive arrangement according to one of the preceding claims, characterized in that the control device ( 7 ) is designed so that the coupling ( 6 ) in the motor closing before reaching the closed position, preferably immediately before reaching the closed position, in the intermediate-dome state or in the release state switches. Drive arrangement according to one of the preceding claims, characterized in that the control device ( 7 ) is designed so that the coupling ( 6 ) in the motor-driven closing operation, for example, in the last third of the closing operation, preferably in the last eighth of the closing operation, more preferably in the last tenth of the closing operation, in the intermediate-dome state or in the release state. Drive arrangement according to one of the preceding claims, characterized in that a closing auxiliary arrangement ( 9 ) is provided to the motor vehicle door ( 2 ) to transfer from a closed position of the triggering position to the closed position and that the auxiliary closing arrangement ( 9 ) for a closing auxiliary drive ( 10 ) assigned. Drive arrangement according to Claim 6, characterized in that the control device ( 7 ) is designed so that the coupling ( 6 ) in the motor closing before reaching the release position, preferably immediately before reaching the release position, in the intermediate-dome state or in the release state switches. Drive arrangement according to Claims 6 and 7, characterized in that the motor vehicle door ( 2 ) a motor vehicle lock ( 11 ) with a latch ( 12 ), wherein the latch ( 12 ) with a closing wedge ( 14 ) o. The like. In holding engagement can be brought, preferably, that the auxiliary closing arrangement ( 9 ) a closing auxiliary drive ( 10 ) for the motorized adjustment of the closing wedge ( 14 ) o. The like. The motor vehicle lock ( 11 ) from a prelocking position to a closed position, or that the auxiliary closing arrangement ( 9 ) a closing auxiliary drive ( 10 ) for the motorized adjustment of the latch ( 12 ) of the motor vehicle lock ( 11 ) from a pre-locking position to a main locking position. Drive arrangement according to claim 6 and optionally according to claim 7 or 8, characterized in that a stop is provided against which the motor vehicle door ( 2 ) when reaching the release position is running. Drive arrangement according to one of the preceding claims, characterized in that the control device ( 7 ) is designed so that the coupling ( 6 ) switches in the motor opening operation before reaching the open position, preferably immediately before reaching the open position, in the intermediate-dome state or in the release state, preferably that the control device ( 7 ) is designed so that the coupling ( 6 ) in the motor closing before reaching the closed position, preferably immediately before reaching the closed position, in the intermediate-coupling state switches and that they the clutch ( 6 ) in the motor opening operation before reaching the open position, preferably immediately before reaching the open position, switches to the release state. Drive arrangement according to one of the preceding claims, characterized in that the transmission torque or the transmission force in the intermediate-clutch state clutch ( 6 ) about 30% to 70%, preferably about 50%, of the transmission torque or the transmission force when the coupling is in the coupling state ( 6 ) is. Drive arrangement according to one of the preceding claims, characterized in that the coupling ( 6 ) as electromechanical coupling ( 6 Is configured and has an electric motor o. The like. Drive arrangement according to one of the preceding claims, characterized in that the coupling ( 6 ) as electromagnetic coupling ( 6 ) is configured, preferably, that the coupling ( 6 ) comprises an electromagnet and, more preferably, a permanent magnet, more preferably, that the coupling ( 6 ) Can be brought by a control of the electromagnet in the dome state, in the intermediate-dome state and in the release state. Drive arrangement according to Claim 13, characterized in that the coupling ( 6 ) Is fixed by the permanent magnet in one of the dome states, preferably in the intermediate-dome state, preferably, that the electromagnet is then not activated. Drive arrangement according to Claim 13 and optionally according to Claim 14, characterized in that the electromagnet is operated by means of the control device ( 7 ) in the PWM mode (pulse width modulation) can be controlled and that in this way the intermediate dome state and possibly other dome states with largely arbitrary transmission torque or with largely arbitrary transmission force can be adjusted. Drive arrangement according to one of the preceding claims, characterized in that the coupling ( 6 ) has a planetary gear, that one of the elements sun gear, planet carrier and ring gear, the drive side of the clutch ( 6 ) forms that a second of the elements sun gear, planet carrier and ring gear, the output side of the clutch ( 6 ) and that the third of the elements sun gear, planet carrier and ring gear is coupled to a brake and is correspondingly braked, preferably, that the brake for the realization of the dome state, the intermediate dome state and the release state in a braking state, in an intermediate braking state and can be brought into a release state. Drive arrangement according to Claims 13 and 16, characterized in that the electromagnet and the possibly present permanent magnet are or are assigned to the brake, so that the brake is in a braking state, an intermediate braking state and in a release state and thus the clutch ( 6 ) can be brought into a dome state, in an intermediate-dome state and in a release state.