WO2014023433A1

WO2014023433A1 - Drive arrangement for displacing a flap of a motor vehicle

Info

Publication number: WO2014023433A1
Application number: PCT/EP2013/002402
Authority: WO
Inventors: Sebastian Heinze; Marcus Klopp
Original assignee: Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt
Priority date: 2012-08-09
Filing date: 2013-08-09
Publication date: 2014-02-13
Also published as: KR20150041087A; JP2015529759A; CN104812985B; DE102012015650A1; JP6320381B2; CN104812985A

Abstract

The invention relates to a drive arrangement for displacing a flap (1) of a motor vehicle between a closed position and an open position, wherein a spring arrangement (2) with at least one spring element (2a, 2b), and a motor arrangement (3) with at least one drive motor (3a) and optionally a gear unit downstream (3b) of the drive motor (3a) are provided, wherein the spring arrangement (2) and the motor arrangement (3) are each motively coupled to the flap (1), wherein the motor arrangement (3) acts via a motor drive train (4) on the flap (1) against the spring arrangement (2) in order to displace the flap (1), and wherein the motor drive train (4) has a flexible force transmission element (5) for transmitting driving motions. According to the invention, a compensation device (6) is inserted into the motor drive train (4), which compensation device retracts the flexible force transmission element (5), particularly driven by spring force, in the case of a movement introduced into the motor drive train (4) opposite to the tensile direction (7) of the flexible force transmission element (5), particularly in the case of a manual displacement of the flap (1) in the closing direction.

Description

Drive arrangement for the adjustment

a flap of a motor vehicle

The invention relates to a drive arrangement for the adjustment of a flap of a motor vehicle according to the preamble of claim 1 and to a method for the operation of such a drive arrangement according to claim 15.

The term "flap" is to be understood in the present case, examples include a tailgate, a trunk lid, a hood, a side door, a cargo compartment lid, a lifting roof o. The like. A motor vehicle is not meant to be limiting.

In the course of progressive comfort increase in motor vehicles, the motorized adjustment of tailgates is becoming increasingly important. The optimal utilization of the available installation space plays an important role.

The known drive arrangement (US 5,531,498 A), from which the invention proceeds, is equipped with a spring arrangement of two gas springs, by which an automatic opening of the tailgate is effected. In addition to the spring arrangement, a motor arrangement is provided which operates via a motor drive train, which comprises a flexible force transmission element, here a cable pull, in the closing direction, ie against the spring arrangement.

Although a relatively good utilization of the available space can be achieved with the known drive arrangement. However, the manual adjustment of the tailgate is problematic. One reason for this is that the cable of the engine drive train is not recoverable.

The invention is based on the problem, the known drive arrangement to design and further develop such that a manual adjustment of the flap is ensured by simple structural means.

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

CONFIRMATION COPY It is proposed that a compensation device is connected in the engine drive train, which retracts the flexible force transmission element, in particular spring-driven, in a movement introduced into the engine drive train against the pulling direction of the flexible force transmission element.

A movement introduced against the pulling direction of the flexible power transmission element into the engine drive train would in itself lead to a reduction in the tension in the flexible power transmission element and in the further course of the movement to slackening and thus uncontrollable positioning of the flexible force transmission element.

In order to avoid the above situation, the proposed compensation device is provided, which provides a corresponding retraction of the flexible power transmission element. An above movement against the pulling direction of the flexible power transmission element, which goes back to a manual adjustment of the flap in the closing direction, runs with the proposed solution for the first time reproducible, since the retraction of the flexible power transmission element by means of the balancing device can be controlled arbitrarily.

Preferably, the compensation device always ensures a predetermined minimum tensile stress of the flexible force transmission element. This ensures an orderly retraction of the flexible power transmission element. This minimum tension is preferably so low that it has no appreciable influence on the adjustment of the flap.

The retraction of the flexible power transmission element can take place, for example, by winding the flexible force transmission element, which will be explained in detail below. According to the proposal, the retraction, which may be due in particular to a manual closing of the flap, is initially accompanied by a transfer of the compensating device into a freewheeling state. Claim 3 relates in this sense, a particularly user-friendly design in which the compensation device after retraction of the power transmission element by the drive motor from the freewheeling state is in the drive state can be transferred, so that the drive assembly for the motor Adjustment is ready. Preferably, a control arrangement is provided which ensures that this "reset" of the compensating device immediately after drawing, in particular immediately after a manual adjustment in the closed position of the flap occurs.

In the further preferred embodiment according to claim 7, a winding roll is used twice, namely on the one hand for the transmission of drive movements and on the other hand for the winding-in retraction of the force transmission element. This dual use is inexpensive and leads to a particularly compact design.

In the further preferred embodiments according to claims 8 and 9, the compensation device is associated with a spindle spindle nut gearbox, with which an above-mentioned provision of the compensation device by the drive motor can be realized with little design effort.

Simple variants for the realization of holding the flap in intermediate positions includes claim 1 1, in which an at least one-sided acting sprag freewheel is connected in the engine drive train.

The claims 12 to 14 relate to preferred structural configurations and arrangements of the spring assembly, the variant according to claim 13 relates to a particularly easy to implement embodiment of an end stop between the two housing parts of the spring assembly.

According to another teaching according to claim 15, which also has independent significance, a method for the operation of a proposed drive assembly is claimed.

Essential to the further teaching is that the compensation device is brought out of the freewheeling state and without adjustment of the flap in a drive state in which it provides a drive connection for the motor-side drive movements. As mentioned above, this control technology can be provided so that the compensation device immediately after a manual adjustment of the flap, in particular after a manual adjustment of the flap in the closed position, from the freewheeling state out in the drive state is transferred, so that the drive assembly is always ready for a motor adjustment.

In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. In the drawing shows

1 is a schematic side view of the rear area of a motor vehicle with a proposed drive arrangement,

2 shows the motor vehicle according to FIG. 1 in a rear view with the flap removed, FIG.

Fig. 3 is a spring arrangement of the motor vehicle shown in Fig. 2 in a

Longitudinal section

Fig. 4, the balancing device of the drive assembly shown in Fig. 2 a) with the tailgate closed, b) with the engine open tailgate and c) with manually closed tailgate and

5 is a sectional view of the motor vehicle according to FIG. 2 along the

Section III-III.

The drive arrangement shown in the drawing serves to adjust a flap 1 of a motor vehicle between a closed position and an open position. The term "flap" is to be understood in the present case, in which respect reference is made to the statements in the introductory part of the description.

The structural design of the drive assembly is of particular importance in the present case. In addition to two spring arrangements 2 each having at least one spring element 2a, 2b, the drive arrangement also has a motor arrangement 3 with at least one drive motor 3a and here and preferably a transmission 3b connected downstream of the drive motor 3a. The following is in the sense of a simple representation almost consistently from a single spring arrangement 2 the speech. All relevant explanations apply in principle to both spring assemblies 2. The engine assembly 3 is here and preferably in the flap 1. In principle, the engine assembly 3 but also in the body, in particular in the rear roof frame of the motor vehicle.

The spring arrangement 2 and the motor arrangement 3 are in each case drive-coupled with the flap 1, as can be seen best from the illustration according to FIG. 2.

For adjusting the flap 1, the motor assembly 3 operates via a motor drive train 4 against the spring assembly 2 on the flap 1. In the present case, this means that the spring assembly 2 basically drives the flap 1 in the open position shown in Fig. 1 in a solid line while the motor assembly 3 counteracts the spring assembly 2. By the motor assembly 3, the spring-driven adjustment can slow down in the direction of the open position or adjust the flap 1 against the force of the spring assembly 2 in the direction of the closed position. It is worth noting the fact that the motor assembly 3 only has to work in a single drive direction, here and preferably in the closing direction of the flap 1. This results in a particularly compact design of the engine drive train 4. According to proposal, the motor drive train 4, a flexible power transmission element 5 for transmitting the required for the motorized adjustment of the flap 1 drive movements. The flexible power transmission element 5 may be, for example, a cable, as will be explained.

It is now essential that in the engine drive train 4, a compensation device 6 is connected, which feeds the flexible power transmission element 5 in particular spring-driven at an opposite to the pulling direction 7 of the flexible power transmission element 5 in the motor drive train 4 initiated movement. By "pulling direction" is meant the force acting on the flexible power transmission element 5, by which a tensile stress is generated in the flexible power transmission element 5.

A synopsis of Fig. 1, 2 and 3 shows the basic operation of the proposed drive assembly. In the open position of the flap 1 shown in Fig. 1, the spring assembly 2 is in a rebound state. The flap 1 is caused by the spring force of the spring arrangement. 2 held against the weight of the flap 1 in the open position. The motorized adjustment of the flap 1 in the direction of the closed position is triggered by a corresponding control of the motor assembly 3. For this purpose, the motor assembly 3 is associated with a corresponding control arrangement 3c. In this case, the flexible force transmission element 5 is loaded in a train to be explained, which is accompanied by a compression of the spring assembly 2. The compression of the spring assembly 2 is connected to a shortening of the arrangement shown in Fig. 3.

The effect of the motor assembly 3 is superimposed with the action of the spring assembly 2 such that with appropriate control of the motor assembly 3 results in an adjustment of the flap 1 in the closing direction. With a reduction in the tensile stress in the flexible power transmission element 5, which can be realized by a corresponding control of the motor assembly 3, the flap 1 can in turn be adjusted spring-operated in the opening direction.

Of particular importance is now the manual adjustment of the flap 1 in the closing direction from the flap position shown in Fig. 1 in a solid line out. Such a manual adjustment initially leads to a reduction in the tensile stress of the flexible force transmission element 5, so that this is a movement counter to the pulling direction of the flexible force transmission element 5 in the sense defined above. In principle, such a manual adjustment of the flap 1 would result from the open position to a substantially force-free state of the flexible power transmission element 5, so that the flexible power transmission element 5 would be largely undefined and aligned.

In order to always ensure a defined position and orientation of the flexible power transmission element 5, it is as suggested above suggestion so that the flexible power transmission element 5 here and preferably spring-fed by means of a compensation device 6 is retracted. A possible implementation of the spring-driven retraction of the flexible power transmission element 5 will be explained below.

In a particularly preferred embodiment, the compensation device 6 here and preferably ensures spring-driven a predetermined minimum tensile stress The compensation device 6 thus ensures that the flexible power transmission element 5 at no time limp "around" in the field of motor drive train 4 ".

In the present case, the compensation device 6 not only has the function of retracting the flexible force transmission element 5, but also the provision of a drive connection for the above-mentioned, motor-side drive movements. In any case, this drive connection is in the fully extended state of the compensation device 6. This state occurs in particular when the flexible force transmission element 5 has been completely pulled out of the compensation device 6.

In the illustrated and so far preferred embodiment corresponds to the manual adjustment of the flap 1 from the open position to the firing position of the adjustment of the balancing device 6 from the fully extended state to the fully retracted state. This means that the drive connection required for the motorized adjustment of the flap 1 is in any case in the open position of the flap 1.

By retracting the power transmission means 5, the compensation device 6 first reaches a freewheeling state in which it provides a freewheel for the motor-side drive movements in a manner yet to be explained. The freewheel can be biased accordingly, provided that the retraction of the force transmission element 5 is spring-driven as indicated above. In this case corresponds to the length of the freewheel of the respective retraction length of the power transmission element 5. Up to this point, the balancer 6 is still connected to the drive train 4 winding roller assembly for the power transmission element 5, the winding roller is biased against the associated winding roller axis in the winding. In such an arrangement, the force is applied on the one hand on the winding roll axis and on the other hand on the winding roll.

Particularly interesting in the illustrated embodiment, however, is that the compensation device 6 can be brought out of the freewheeling state and without adjustment of the flap 1 and in particular without movement of the force transmission element 5 in a drive state in which it has a drive connection. tion for the motor-side drive movements. In a particularly preferred embodiment, this is motorized by the drive motor 3 a triggered, as will be explained below.

For the embodiment of the flexible power transmission element 5 numerous advantageous variants are conceivable. Here and preferably, the flexible power transmission torque 5 is a cable. It includes not only pliable arrangements, but also bowden cable-like arrangements It is also conceivable that the flexible force transmission element 5 is designed as a band, in particular as a flat band, which preferably consists of a plastic material. In certain applications, it may also be advantageous to design the flexible power transmission element 5 as a chain.

In particular, in the embodiment of the flexible power transmission element 5 as a rope, the motor assembly 3 for transmitting drive movements with a drive roller, here and preferably with a winding roller 8, for the flexible power transmission element 5 is equipped. The embodiment of the winding roll 8 results from a synopsis of Fig. 2 and 4. The winding roll 8 is here and preferably coupled to a drive shaft 9 of the drive motor 3 a downstream transmission 3b. In principle, however, the winding roller 8 can also be coupled or coupled to the drive shaft of the drive motor 3 a itself.

Here and preferably, the retraction of the force transmission element 5 is based on a winding of the force transmission element 5 on the winding roll 8 back. For this purpose, in the present case, the winding roller 8 of the motor assembly 3 is used by the compensation device 6 provides for feeding the power transmission element 5 between the winding roller 8 and the drive shaft 9 a freewheel, wherein the spring-driven retraction acting on the winding roller 8 spring assembly 10 is provided.

Fig. 4 shows that by means of the spring assembly 10, a spring bias of the winding roller 8 relative to the associated drive shaft 9 can be generated. With a suitable design can be achieved so that the flexible power transmission means 5 when pulling through the balancing device 6 as indicated above sprochen spring-driven on the winding roll 8 is wound. Such a spring-driven winding is structurally simple and therefore inexpensive to implement.

Here and preferably, it is such that the compensation device 6 has a spindle spindle nut gear 11, wherein for retraction of the flexible power transmission means 5, the spindle nut 13 is spring-driven on the spindle 12. The spindle nut 13 is preferably spring-biased for generating a spring bias relative to a rotation relative to the spindle 12 by the spring assembly 10.

The above-mentioned freewheel between the winding roller 8 and the drive shaft 9 can be provided in a structurally simple manner by the possible relative movement between the spindle 12 and spindle nut 13 of the spindle spindle nut transmission 11.

Here and preferably, the spindle 12 is coupled to the drive shaft 9 and the winding roller 8 is coupled to the spindle nut 13. Specifically, in the illustrated embodiment, the spindle nut 13 is provided by the winding roller 8 itself. Furthermore, the spindle 12 here is the drive shaft 9 of the transmission 3b following the drive motor 3a.

To provide a drive connection for the motor-side drive movements and thus the drive state of the compensation device 6, a running the spindle nut 13 on the spindle 12 limiting stop 12a is provided, which is here and preferably arranged on the spindle 12. A motorized adjustment of the flap 1 is only possible here, as long as the spindle nut 13 or the winding roller 8 is in engagement with the stop 12a, so that the spindle nut 13 is taken by a drive movement of the spindle 12.

4 shows first that the winding roller 8 associated spring element 10 is coupled with both the drive shaft 9 and the winding roller 8 drive technology such that the winding roll 8 is spring-biased as mentioned above. that can. Starting from the closed flap position shown in FIG. 4a), a motorized adjustment of the winding roll 8 causes the flap to open (FIG. 4b) by reducing the tension in the flexible force transmission element 5. From the state shown in Fig. 4b) can be achieved by appropriate control of the drive motor 3 a again state 4a), which corresponds to an adjustment of the flap 1 back into the closed position.

However, if the flap 1 is manually moved from the state of the opened flap 1 shown in FIG. 4b) into the closed position, the state shown in FIG. 4c) results. This manual adjustment of the flap 1 is connected to a retraction of the flexible force transmission element 5, that is, with the winding of the flexible force transmission element 5 on the winding roll 8. This winding takes place spring-driven by the winding roller 8 associated spring arrangement 10. Accordingly designed as a spindle nut winding roller 8 runs along the spindle 12, as a synopsis of Fig. 4b) and 4c) results. When pulling the flexible power transmission element 5, the winding roller 8 associated spring element 10 relaxes at least partially. This, too, can be taken from a synopsis of FIGS. 4b) and 4c).

In the situation shown in Fig. 4c), the balancer 6 is in the freewheeling state. In FIGS. 4a) and 4b), the compensation device 6 is in the drive state, since the winding roller 8 is in engagement with the stop 12a. From the freewheeling state illustrated in FIG. 4c, an engine-side drive movement merely leads to a running of the winding roller 8 in FIG. 4 upwards in the direction of the stop 12a, without an adjustment of the flap 1 taking place. Interesting here is the fact that precisely this motor process leads to a transfer of the compensation device 6 from the freewheeling state back to the drive state, without the need for an adjustment of the flap 1 or a movement of the flexible Kraftübertragungsele- element 5.

In a particularly preferred embodiment, it is now provided that after retraction of the power transmission element 5, the above, motorized transfer of the compensation device 6 is triggered in the drive state. this will preferably triggered by the control device 3c, when the flap 1 has been manually adjusted to the closed position. For this purpose, for example, a flap position sensor can be provided, which is read out by the control arrangement 3 c.

In principle, provision may be made for the drive motor 3a to be configured to be self-locking together with a transmission 3b, which is preferably connected downstream here. Fig. 4 shows that the manual closing of the flap 1 as well as described above. The manual opening of the flap 1 must always precede the transfer of the compensation device 6 in the freewheeling state, since the self-locking of the motor assembly 3 would lead to a blockage of the flap movement. The transfer to the freewheeling state is in turn carried out by means of the drive motor 3 a, without the need for a flap movement or a movement of the power transmission element 5.

In a particularly preferred embodiment, the drive motor 3 a is configured non-self-locking together with a here and preferably downstream transmission 3b. While the manual closing of the flap 1 takes place here as in the case of the self-locking drive, the manual opening of the flap 1 produces an interesting effect. When manually opening the flap 1, the entire motor assembly 3 is driven back without causing the flexible Krafrübertragungselements 5 to retract. If the manual adjustment of the flap 1 is interrupted in the direction of the open position, the motor assembly 3 holds the flap 1 with a suitable design in their respective intermediate position. This is particularly advantageous because unexpected adjustment movements of the flap 1 are avoided after releasing the flap 1 by the user.

Basically, it is desirable, especially in the latter variant, to be able to set the self-locking of the motor assembly 3 as accurately as possible without having to accept excessive friction losses during the motor adjustment. For this purpose, it is preferably provided that a special clutch arrangement 14 with a drive connection 15 and an output connection 16 is connected in the engine drive train 4. Here and preferably, the clutch assembly 14 is located between the transmission 3b and the spindle 12. The basic structure of such a coupling arrangement 14 is shown in FIG. 5.

The clutch arrangement 14 is preferably configured such that it transmits a movement initiated on the drive side, that is to say a drive movement initiated on the motor side, to the output connection 16.

The clutch assembly 14 is further equipped here with a brake assembly 17, which serves to brake a driven side initiated movement, such as a manual opening movement of the flap 1.

The brake assembly 17 has a braking element 18 adjustable against a braking force. The clutch assembly 14 has between the output terminal 16 and the brake element 18, a freewheel assembly 19 of at least one, here exactly one, sprag freewheel 20. A movement initiated on the output side, for example a movement initiated on the flap, always causes the clamping body freewheel 20 to be locked, so that this movement is braked via the brake arrangement 17. A drive-side introduced movement always causes the release of the sprag freewheel 20, so that here the motor-side movement is passed on unbraked to the spindle 12.

FIG. 5 shows that, when the movement is initiated on the drive side, the drive connection 15 presses against the respective sprag freewheel 20 and presses it out of engagement with the funnel 21 formed by the output connection 16 and the brake element 18. Conversely, a movement initiated on the output side, in FIG. 5 to the left, causes the clamping body free-wheel 20 to become clamped in the hopper 21, so that the movement initiated on the output side is braked via the brake element 18.

With the above clutch assembly 14, the self-locking of the motor assembly 3 can be set accurately overall, so that when a manual opening of the flap 1 with non-self-locking drive holding the flap 1 is ensured in any intermediate position.

Fig. 3 shows the basic structure of the spring assembly 2. This illustration can be seen that the spring assembly 2, two spring elements 2a, 2b wherein the spring element 2a is always in engagement with the flap 1, while the spring 2b comes into engagement with the flap 1 only at a predetermined deflection of the spring assembly 2. In principle, however, it can also be provided that the spring elements 2a, 2b are simultaneously in engagement with the flap 1. The spring elements 2a, 2b are here and preferably helical springs, in particular helical compression springs. Other types of springs can be used here.

An interesting aspect of the exemplary embodiment shown in FIG. 3 is the fact that the spring arrangement 2 has a spring housing 23 which receives the two spring elements 2 a, 2 b. In a particularly preferred embodiment, the spring housing 23 for compression 2 telescopically adjustable housing parts 23a, 23b, whereby in a particularly simple manner, an encapsulated structure of the spring assembly 2 can be realized.

In the illustrated and so far preferred embodiment of the spring assembly 2 is associated with a motor drive train 4, wherein at least a portion of the motor drive train 4, namely at least a portion of the force transmission element 5, passes through the spring housing 23. By this nesting of spring assembly 2 and engine drive train 4 results in a particularly compact design.

Interesting in the embodiment shown in Fig. 3 is also the structurally simple realization of an end stop. For this purpose, it is preferably provided that a flexible end stop force transmission element 24 is located within the spring housing 23, which connects the two housing parts 23a, 23b with each other such that the telescoping is limited by the length of the flexible end stop force transmission element 24. As a result of FIG. 3 showing a spring-loaded state of the spring arrangement 2, the end-stop power transmission element merely hangs down slack.

It can best be seen from the illustration according to FIG. 2 that two spring arrangements 2 each having a spring drive train 22 are provided, which act on the flap 1 on two opposite sides of the flap 1. In a particularly preferred embodiment, the two spring Drive trains 22 with closed flap 1 in gutters, which are located in the side regions of the flap 1.

The illustration according to FIG. 2 also shows that the two spring drive trains 22 are each assigned a motor drive train 4, the two motor drive trains 4 likewise acting on the flap 1 on two opposite sides of the flap 1.

According to another teaching, which also has independent significance, a method for the operation of a proposed drive arrangement is claimed.

Essential to the proposed method is the fact that the located in a retracted state compensating device 6, preferably in response to the flap position, and in any case without a flap movement, driven by the drive motor 3 a is brought into the drive state.

The proposed method takes into account the fact that in particular after a manual adjustment of the flap 1 in the closed position, a transfer of the compensation device 6 from the freewheeling state is required in the drive state to ensure that a subsequent motorized adjustment of the flap 1 is possible without delay.

On all versions of the proposed drive assembly, which are suitable to explain the proposed method, may be referenced.

Claims

Claims:

1. A drive arrangement for the adjustment of a flap (1) of a motor vehicle between a closed position and an open position, wherein at least one spring arrangement (2) with at least one spring element (2a, 2b) and a motor assembly (3) with at least one drive motor (3a) and if necessary, a drive (3a) downstream of the transmission (3b) are provided, wherein the spring assembly (2) and the motor assembly (3) each drive-coupled with the flap (1), wherein for adjusting the flap (1) the Mo Gate assembly (3) via a motor-drive train (4) against the spring assembly (2) on the flap (1) works and wherein the motor drive train (4) has a flexible power transmission element (5) for unidirectional transmission of drive movements,

characterized,

in that in the engine drive train (4) a compensation device (6) is connected, in a counter to the pulling direction (7) of the flexible power transmission element (5) in the engine drive train (4) initiated movement, in particular in a manual adjustment of the flap (1) in the closing direction, the flexible power transmission element (5) feeds in particular spring-driven and that the compensation device (6) by pulling first reaches a free-wheeling state in which it provides a freewheel for the motor-side drive movements.

2. Drive arrangement according to claim 1, characterized in that the length of the freewheel corresponds to the insertion length of the force transmission element (5).

3. Drive arrangement according to claim 2, characterized in that the compensation device (6) from the freewheeling state and without adjustment of the flap (1) can be brought into a drive state in which it provides a drive connection for the motor-side drive movements.

4. Drive arrangement according to claim 3, characterized in that the compensation device located in the freewheeling state (6) without a flap movement, driven by the drive motor (3a), can be brought into the drive state.

5. Drive arrangement according to one of the preceding claims, characterized in that the flexible power transmission element (5) is designed as a rope, belt or chain.

6. Drive arrangement according to one of the preceding claims, characterized in that the motor arrangement (3) has a drive roller, in particular a winding roller (8) for the flexible power transmission element (5) with a drive shaft (9) of the drive motor (3 a) or one of the drive motor (3a) downstream transmission (3b) is coupled drive technology or coupled.

7. Drive arrangement according to claim 6, characterized in that the retraction of the force transmission element (5) on a winding of the force transmission element (5) on the winding roll (8), preferably, that the compensating means (6) for retracting the force transmission element (5) between the winding roller (8) and the drive shaft (9) provides a freewheel, preferably, that the compensating means (6) for spring-driven retraction on the winding roller (8) acting spring assembly (10).

8. Drive arrangement according to one of the preceding claims, characterized in that the compensation device (6) has a spindle spindle nut transmission (11) and that the freewheel between the winding roller (8) and the drive shaft (9) by the relative movement between the spindle (12) and spindle nut (13) of the spindle-spindle nut transmission (11) is provided, preferably that the spindle (12) is coupled to the drive shaft (9) and that the winding roller (8) is coupled to the spindle nut (13), preferably, that the winding roller (8) itself provides the spindle nut (13).

9. Drive arrangement according to claim 8, characterized in that a running of the spindle nut (13) on the spindle (12) limiting stop (12 a) is provided, which has a drive connection for the engine-side An drive movements and thus the drive state of the balancing device (6) provides.

10. Drive arrangement according to one of the preceding claims, characterized in that the drive motor (3 a) is designed to be self-locking together with a possibly downstream transmission (3b), or that the drive motor (3a) together with an optionally downstream transmission (3b ) is designed non-self-locking.

11. Drive arrangement according to one of the preceding claims, characterized in that in the engine drive train (4) a clutch arrangement (14) with a drive connection (15) and an output terminal (16) is connected, the drive side introduced movement to the output terminal ( 16) and has a brake arrangement (17) for braking a drive-side initiated movement, preferably that the brake arrangement (17) has a braking element (18) adjustable against a braking force, that the clutch arrangement (14) between the output connection (16) and the brake element (18) has a freewheel arrangement (19) of at least one sprag freewheel (20) and that an output side initiated movement always causes the locking of the sprag freewheel (20) and is braked accordingly via the brake assembly (17) and a on the drive side initiated movement always causes the release of the sprag freewheel (20).

12. Drive arrangement according to one of the preceding claims, characterized in that the spring element (2a, 2b) as a helical spring, in particular as a helical compression spring, is configured, preferably, that the spring arrangement (2) at least two spring elements (2a, 2b), in the During the springing-in of the spring arrangement (2), simultaneous or sequential force-locking engagement with the flap (1).

13. Drive arrangement according to one of the preceding claims, characterized in that the spring arrangement (2) has a spring housing (23), preferably, that the spring housing (23) for compression two telescopically adjustable housing parts (23a, 23b), preferably that a flexible end stop force transmission element (24), in particular a rope, a band or a chain is provided, which includes the two housing parts (23a, 23b) in such a way nander that the telescopability is limited by the length of the flexible end stop force transmission element (24).

14. Drive arrangement according to one of the preceding claims, characterized in that two spring arrangements (2) are provided which act on two opposite sides of the flap (1) on the flap (1), preferably, that the two spring assemblies (2) each one Engine drive train (4) is assigned and that the two motor drive trains (4) on two opposite sides of the flap (1) act on the flap (1).

15. A method for operating a drive arrangement according to one of the preceding claims,

characterized,

that the compensation device (6) by pulling the flexible power transmission element (5) initially reaches a freewheeling state in which it provides a freewheel for the motor-side drive movements and that after retraction of the flexible power transmission element (5) the compensation device (6) from the freewheeling state and is brought into a drive state without adjustment of the flap (1), in which it provides a drive connection for the motor-side drive movements.