WO2018060009A1

WO2018060009A1 - Drive kinematic system

Info

Publication number: WO2018060009A1
Application number: PCT/EP2017/073627
Authority: WO
Inventors: Harald Hugel; Olaf Kriese; Kirstin Knauer; Joachim Nusser
Original assignee: Brose Fahrzeugteile Gmbh & Co. Kg, Bamberg
Priority date: 2016-09-28
Filing date: 2017-09-19
Publication date: 2018-04-05
Also published as: DE102016118388A1

Abstract

The invention relates to a drive kinematic system for producing linear drive motions along a geometric drive axis (2) for the adjustment of a closure element (3) of a motor vehicle, wherein the drive kinematic system (1) has two mechanical drive connection points (4, 5) for outputting a drive motion, wherein the drive kinematic system (1) has two elongate longitudinal elements (7, 8), which extend along the drive axis (2) and which are coupled to each other in a longitudinally slidable manner and on each of which one drive connection point (4, 5) is arranged, wherein a traction drive (9) having at least one flexible traction means (10, 11) is provided and wherein a drive force and thus a drive motion is producible between the two longitudinal elements (7, 8) by means of the traction drive (9). According to the invention, the two drive connection points (4, 5) lie in a separating plane (T), the two longitudinal elements (7, 8) each have an elongate main body (12, 13), which transmits at least part of the drive force, at least one of the main bodies (12, 13) is arranged substantially on one side of the separating plane (T), and the traction drive (9) deflects the at least one traction means (10, 11) substantially parallel to the separating plane (T).

Description

drive kinematics

The present invention relates to a drive kinematics for generating linear drive movements along a geometric drive axis for the adjustment of a closure element of a motor vehicle according to the preamble of claim 1, a drive unit with such a drive kinematics according to claim 28 and a drive arrangement with such a drive unit according to claim 32.

The drive kinematics in question is drive-coupled with a drive motor to generate drive movements for the adjustment of a closure element of a motor vehicle. The closure element to be adjusted is, for example, a trunk lid, a tailgate, a side door, a bonnet or the like. The drive movements are generated as part of a comfort function which relates to a motorized opening and / or closing of the closure element.

The known drive kinematics (EP 2 889 445 AI), from which the invention proceeds, has to generate the drive movements on a traction mechanism, which is coupled with two telescoping longitudinal elements. The traction mechanism is drivingly coupled to a drive motor, so that the longitudinal elements can be adjusted by a motor against each other. The drive movement thus generated can be discharged via arranged on the longitudinal elements drive connections.

In the traction mechanism of the known drive kinematics is a cable transmission, which is arranged within the telescopic longitudinal elements. The assembly of the known drive kinematics is complicated, since the accessibility of the components of the cable transmission is unfavorable. Furthermore, this structural design results in constructive limitations that manifest themselves in a less compact overall arrangement.

The invention is based on the problem, the known drive kinematics in such a way and further develop that the assembly is simplified in a compact design. The above problem is solved in a drive kinematics according to the preamble of claim 1 by the features of the characterizing part of claim 1.

Essential is the fundamental consideration that with a special shape and arrangement of the longitudinal elements a simplified assembly of the drive kinematics is possible without affecting their compactness.

The basic idea is to first define a parting plane in which the two drive connections lie, wherein at least one force-transmitting part of at least one longitudinal element is arranged laterally of the parting plane. Thus, an area around the parting line or next to the parting plane is free of the relevant longitudinal element, so that there is a corresponding free space. This clearance can be used to accommodate the traction mechanism, which results in a particularly high packing density and at the same time a simple assembly, provided that the deflection of the traction means takes place substantially parallel to the parting plane.

In detail, it is proposed that the two drive connections lie in a parting plane, the two longitudinal elements each having at least a part of the driving force transmitting, elongated base body, wherein at least one of the base body is disposed substantially on one side of the parting plane and wherein the traction mechanism the deflects at least one traction means substantially parallel to the parting plane.

In addition to the above-mentioned compactness results with the proposed solution but also a particularly good power distribution regarding the transmission of the driving force. The reason for this is that the at least one traction means can now easily run close to the parting plane, which, as mentioned above, passes through the drive connections. Due to the fact that the driving force routed to the drive terminals can now lie in the same plane, namely in the parting plane, as the forces acting in the at least one flexible traction means, the generation of torques between the longitudinal elements can be largely avoided. This allows the mechanical, longitudinally displaceable coupling of the two Longitudinal elements are designed to be comparatively weak, which allows a further reduction of the space requirement.

With the preferred embodiment according to claim 2, a symmetrical arrangement of the base body can be generated in a first approximation, with which the resulting free space can be optimally utilized for accommodating the traction mechanism.

According to claim 4, it is proposed in a variant that the two longitudinal elements each have a base body with a cross-sectional view transverse to the drive axis cup-shaped outer contour, wherein the longitudinal elements are aligned with each other so that open the cup-shaped outer contours of the main body of the longitudinal elements to each other. As a result, the traction mechanism can be arranged with the at least one flexible traction means readily between the two longitudinal elements, which already simplifies the laying of the at least one flexible traction means. At the same time the cup-shaped outer contour ensures considerable freedom of design, since space for the accommodation of drive components can be generated between the longitudinal elements in the context of the shell shape, wherein at the same time results in a compact overall cross-section.

For the design of the outer contour various advantageous variants are conceivable. This is the subject of the optional feature of claim 4 and the subject matter of claim 5. The overall shell-like configuration of the two longitudinal elements according to claim 5, the above-mentioned generation of space between the two longitudinal elements at the same time compact overall cross-section.

A particularly good space utilization can be achieved according to claim 6, when complement the body of the two longitudinal elements to a roundish overall cross-section.

Specifically, the embodiment according to claim 6, in which results in a roundish overall cross section, allows a structurally simple and at the same time compact implementation of a spring bias of the two longitudinal elements against each other. According to claim 8, it is proposed in an option that for spring Bias of the two longitudinal elements against each other a Schraubenfederan- order is provided, which encloses the longitudinal elements. Thus, preferably not only the longitudinal elements, but also the traction mechanism, enclosed by the coil spring assembly.

The longitudinally displaceable coupling of the two longitudinal elements can be implemented according to claim 9 in a simple manner in that at least one of the two longitudinal elements here on a side facing away from the shell outside a rail.

The proposed structural structure of the drive kinematics is also advantageous in terms of manufacturing technology with appropriate design. This is particularly the case in the preferred embodiment according to claim 10, in which the basic body of the two longitudinal elements are configured identical to one another.

The design of the traction mechanism comes for the achievable simplification in the assembly and for the achievable compactness of particular importance. First of all, it is proposed according to claim 12, that the at least one flexible traction means of the traction mechanism is designed as drive cable, drive belt or drive chain. While the drive cable preferably has a substantially round cross section, the drive belt is preferably designed as a flat belt with a correspondingly flat cross section.

Depending on which drive technology requirements are placed on the drive kinematics, the traction mechanism can only have one flexible traction means or two flexible traction means, possibly also a plurality of flexible traction means. In the preferred embodiment according to claim 13, two flexible traction means are provided, wherein one traction means - extension traction means - the extension of the drive kinematics is used and while the other traction means - retracting traction means - the retraction of the drive kinematics is used.

The further preferred embodiments according to claims 14 to 17 relate to preferred variants for equipping the traction mechanism with a ner Zugmittelführung, which may include, inter alia, a Zugmittelumlenkung and / or a Zugmittelfestlegung for the traction means.

Structurally advantageous is the embodiment according to claim 15, wherein the Zugmittelfuhrung has at least two, preferably exactly two, Zugmittungsmittelfulmmgseinheiten, which are each arranged on one of the two longitudinal elements. Manufacturing technology advantageous is the mutually identical embodiment of Zugmittelführungseinheiten according to claim 16.

In the likewise preferred embodiment according to claim 18, the Zugmittelführungseinheit a longitudinal element is used not only for the deflection and fixing of the traction device, but also for engagement with the above-mentioned rail of the other longitudinal element This double use in turn leads to a simplification in the assembly of the drive kinematics, an increase in compactness and high cost efficiency.

A particularly high compactness can be achieved with the preferred embodiments according to claims 20 and 21. Specifically, the arrangement of the flexible traction means and / or the Zugrdttelfulirung between the two longitudinal elements according to claim 20 allows a simplified assembly. For example, it is conceivable to initially lay the at least one flexible traction means on the traction guide units, while at least one traction means guide unit is already arranged on a longitudinal element. Subsequently, the second longitudinal element can be arranged on the relevant Zugniittelführungseinheit. As a result, the Zugmittelführungseinheiten are optimally accessible when assembling the drive kinematics for laying the flexible traction means.

For the increase of the area moment of inertia of at least one of the main body different design variants are conceivable. According to claim 23, it is proposed that the base body in question has a constriction transverse to the drive axis in cross-section, whereby a cross-section in the manner of a double-T-beam can result. With such a measure, the bending stiffness of the respective body can be a Bending axis, which is aligned transversely to the drive axis, increase in a simple manner.

In principle, however, the above flexural rigidity of at least one longitudinal element can also be increased in that the longitudinal element has an elongated reinforcing element in addition to the main body (claim 24).

In the further preferred embodiment according to claim 25, the basic body of the two longitudinal elements are basically designed differently, so that the base body can be designed to the respective Längseleraentspezifische mechanical load out. In detail, according to claim 25, a main body is designed rohrförrnig, wherein the respective other body runs telescopically in the tubular body. In this case, the respective other base body also rohrförrnig, or, as mentioned above, have a very different design than the former basic body.

It is also conceivable that a main body extends in the parting plane, so that the parting plane can be used not only for the accommodation of the traction mechanism, but also for the, preferably aligned to the drive axis, arrangement of the respective body. Such a basic body can be combined particularly well with a variant according to claim 24, in which an elongated intermediate space results between the main body and the reinforcing element of the respective other longitudinal element, in which the first-mentioned main body runs telescopically (claim 27).

According to a further teaching according to claim 28, which has independent significance, a drive unit with a proposed drive kinematics is claimed, wherein a traction mechanism drive is provided, which is drive-coupled with at least one flexible traction means of the traction mechanism. The traction drive exerts tensile forces on the flexible traction means to produce the above-mentioned drive movements. In that regard, reference may be made to all versions of the proposed drive kinematics. According to another teaching according to claim 32, which also has independent significance, a drive arrangement for the adjustment of a Claimed element of a motor vehicle, which is equipped with at least one proposed drive unit. Also in this regard may be made to all versions of the proposed drive kinematics. In the following the invention will be explained in more detail with reference to a drawing showing only one exemplary embodiment. 2 shows the drive kinematics of the drive arrangement according to FIG. 1 in a first embodiment in a perspective view as well as in three sectional views, FIG 2 shows the drive kinematics according to FIG. 2 without spring arrangement a) with the drive kinematics extended and b) with retracted drive kinematics, FIG. 4 shows the traction mechanism units of the drive kinematics according to FIG. 2 as such, FIG. 5 shows the traction drive of the drive arrangement according to FIG 6 shows the drive kinematics of the drive arrangement according to FIG. 1 in a second embodiment in a perspective view and in three sectional views, FIG. 7 shows the drive kinematics of the drive arrangement according to FIG. 1 in a third embodiment in a perspective view and FIG in three sectional views and

8 shows the drive kinematics of the drive arrangement according to FIG. 1 in a fourth embodiment in a perspective view and in three sectional views. The proposed drive kinematics 1 is used to generate linear drive movements along a geometric drive axis 2 for the adjustment of a closure element 3 of a motor vehicle. The drive kinematics 1 has two mechanical drive connections 4, 5 for discharging a drive movement. The drive terminals 4, 5 are configured, for example, as ball heads or ball sockets for producing a ball and socket ball bearing

As such, the drive kinematics 1 can be driven by a motor to produce the linear drive movements, as explained below. It is then adjustable between an extended position (FIG. 3 a) and a retracted position (FIG. 3 b).

It includes, for example, tailgates, trunk lids, rear doors, side doors, hoods, load compartment floors, etc. In the exemplary embodiments shown, the closure element 3 is a trunk lid 6 relevant embodiments apply to all other types of closure elements 3, in particular for a tailgate, not shown, accordingly.

FIGS. 2 to 4 relate to a first proposed embodiment for a proposed drive kinematics 1. This drive kinematics 1 is associated with a traction mechanism drive 40, which is drive-coupled with the drive kinematics 1 in a manner yet to be explained.

FIGS. 6, 7 and 8 relate to a second embodiment, a third embodiment and a fourth embodiment for a proposed drive kinematics 1. The drive kinematics 1 respectively shown in FIGS. 6, 7, 8 can also be used with the traction mechanism drive shown in FIG 40 be coupled drive technology.

All illustrated embodiments for a proposed drive kinematics 1 have an identical drive concept, so that all relevant explanations to the individual embodiments alternately be valid. In that regard, with the same function arrangement to a repeated explanation of the same operation is omitted. This applies in particular to the traction-based, in particular drive-cable-based, generation of drive movements.

FIG. 3 shows that the local drive kinematics 1 has two elongate longitudinal elements 7, 8 extending along the drive axle 2. The longitudinal elements 7, 8 are coupled along the drive axle 2 longitudinally displaceable with each other. An abovementioned drive connection 4, 5 is arranged on the longitudinal elements 7, 8 so that a drive movement between the drive connections 4, 5 is due to a drive movement between the longitudinal elements 7, 8.

Fig. 3 further shows that a traction mechanism 9 with at least one flexible traction means 10, 11, here and preferably two flexible traction means 10, 11, is provided, via the traction mechanism 9 between the two longitudinal elements 7, 8 a driving force and thus a drive movement can be generated. The traction mechanism 9 may be any arrangement with which a driving force or a drive movement can be transmitted and / or translated via the at least one traction means 10, 11. In the present case, the traction mechanism 9 is a cable transmission. In the simplest case, the traction mechanism 9 has a single flexible traction means 10, 11, via which a driving force or drive movement is transmitted without deflection. Here and preferably, however, deflections of the respective traction means 10, 11 are still to be explained. In particular, this results in the possibility of realization of a translation, for example by a cable transmission is realized in the manner of a pulley. Preferred embodiments of the traction mechanism 9 will be explained below.

It is essential that the two drive connections 4, 5 are located in a parting plane T, the two longitudinal elements 7, 8 each having an elongate base body 12, 13 transmitting at least part of the drive force. In all illustrated and in so far preferred embodiments, it is such that at least one of the base body 12, 13 is arranged substantially on one side of the parting plane T. For the first embodiment, this is shown in the sectional views of FIG. The term "essentially" On one side of the parting plane T ", it is to be understood that the respective base body 12, 13 is arranged with most of its cross-sectional area, preferably more than 90% of its cross-sectional area, on one side of the parting plane T. In all shown and insofar again preferred embodiments, the main body 12, 13 is completely on a respective side of the parting plane T.

The sectional views according to FIG. 2 show that with the proposed, off-center arrangement of the two base bodies 12, 13, a free space F is created, in which at least part of the traction mechanism 9 can be accommodated. According to the proposal, a particularly high packing density results from the fact that the traction mechanism 9 deflects the at least one traction means 10, 11 essentially parallel to the parting plane T. This can best be seen from the illustration according to FIG. 4. There it is shown that the at least one traction means 10, 11 loops S ₁ , S ₂ , S ₃ forms, the loop surfaces are at least largely aligned substantially parallel to the parting plane T. Here and preferably, it is so that the traction mechanism 9, the at least one traction means 10, 11 exclusively in the above manner parallel to the parting plane T deflects.

2 further shows that here the two longitudinal elements 7, 8 each have a base body 12, 13 transmitting at least part of the drive force, the base bodies 12, 13 being arranged on opposite sides of the parting plane T. This symmetrical arrangement is not only advantageous in terms of installation space, but also ensures an optimum distribution of forces, which counteracts the generation of torques between the longitudinal elements 7, 8.

In the exemplary embodiment shown in FIGS. 2 to 4, in this respect, it is such that at least one of the base bodies 12, 13 transmits the entire driving force. In this embodiment, it is even the case that the two basic bodies 12, 13 each transmit the entire driving force, that is to say that the entire force flow of the driving force extends over the two basic bodies 12, 13.

At least one base body 12, 13 is provided with a shell-shaped outer contour 14, 15, which is seen in cross section transversely to the drive axle 2. In the 2 to 4, the two longitudinal elements 7, 8 each have a base body 12, 13 with a transverse cross-section to the drive shaft 2 seen cup-shaped outer contour 14, 15, wherein the longitudinal elements 7, 8 are aligned with each other so that the cup-shaped Outer contours 14, 15 of the longitudinal elements 7, 8 open to each other, as is apparent from the sectional views in Fig. 2. This means that the two longitudinal elements 7, 8 are arranged side by side at least in their retracted position and not telescopically run together. This results already during assembly of the drive kinematics 1 good accessibility of the traction mechanism 9, in particular the traction means 10, 11, so that the assembly of the drive kinematics 1, in particular the laying of the traction means 10, 1 1, designed particularly simple.

The drive terminals 4, 5 are here and preferably arranged on the respective base body 12, 13, so that a scaling of the drive kinematics 1 with respect to the distance of the drive terminals 4, 5 to each other by simply replacing the main body 12, 13 is possible. FIG. 2 shows that the shell-shaped outer contour 14, 15 is a convex outer contour 14, 15. In principle, however, it is also conceivable that the cup-shaped outer contour 14,15 is a concave outer contour 14,15, which in turn is provided that the cup-shaped outer contours 14,15 open to each other as mentioned above. Thus, it is basically possible that the base body 12, 13 formed in cross-section transverse to the drive shaft 2 form a round space for receiving the traction mechanism 9.

The respective cup-shaped outer contour 14, 15 covers, with respect to a central axis 16, an angle of at least 120 °, preferably of at least 150 °. Such a shell-shaped outer contour 14, 15, which covers an angle of up to 180 ° Uber, is referred to herein as a "shell-shaped outer contour".

The shell-shaped outer contour 14, 15 of the base body 12, 13 of the two longitudinal elements 7, 8 extends in each case as mentioned above along a curved contour, in particular a circular contour. This is particularly advantageous in terms of installation space, as will be explained below. In the embodiment shown in FIGS. 2 to 4 and so far preferred a shell shape exclusively in the outer contours 14, 15 of the base body 12, 13. The shell interior 17, 18 is closed by a top wall 19, 20, so that the main body 12, 13 are not designed shell-shaped overall. It is conceivable, however, that viewed in cross section transversely to the drive axle 2, the top wall 19, 20 is likewise designed to be bent or completely omitted, so that the base bodies 12, 13 are designed as a shell-shaped overall.

Interesting in the Ausruhrungsbeispiel shown in FIGS. 2 to 4 and so far preferred is the fact that seen in cross section transverse to the drive shaft 2, the cup-shaped outer contours 14, 15 together with the top wall 19, 20 form a closed surface along the Longitudinal extension of the base body 12, 13 continues. The resulting installation space can be used to fasten components to be explained on the base bodies 12, 13.

It can be seen from the sectional views according to FIG. 2 that the base bodies 12, 13 of the two longitudinal elements 7, 8 in cross section transversely to the drive axle 2 complement one another to form a rounded overall cross section. This means that the resulting total cross section approaches a circular shape, but this does not have to reach exactly.

At least one of the main body 12, 13 of the two longitudinal elements 7, 8 is preferably designed in one piece, which simplifies the manufacturability. Here and preferably, both basic body 12, 13 of the two longitudinal elements 7, 8 are designed in one piece.

At least one main body 12, 13 of the two longitudinal elements 7, 8 is further preferably at least partially configured profile-like. In the case of the embodiment shown in FIGS. 2 to 4 and 6, this applies to both base bodies 12, 13. This means that the cross sections of the base bodies 12, 13 do not change along the drive axis 2, at least over a certain length range. The profile-like portion of the respective base body 12, 13 can be inexpensively manufactured in an extrusion process. Especially in the application of the proposed drive kinematics 1 on a trunk lid 6 or a tailgate, not shown, it may be advantageous that a spring assembly 21 for generating a spring bias of the two longitudinal elements 7, 8 against each other along the drive axle 2 is provided. Such a spring arrangement 21 can be designed as a compression spring arrangement which presses apart the two drive connections 4, 5. However, here and preferably it is the case that the spring arrangement 21 is designed as a tension spring arrangement which contracts the two drive connections 4, 5. The spring arrangement 21 serves here and preferably as weight compensation with regard to the weight of the boot lid 6, which drives the boot lid 6 in its closing direction.

For the structural design of the spring assembly 21 different variants are conceivable. In particular, in the above-mentioned, rounded overall cross-section of the two base bodies 12, 13, the spring arrangement 21 is a helical spring arrangement 22, which encloses the two longitudinal elements 7, 8 in a particularly preferred embodiment. As can be seen from the illustration according to FIG. 2, only a small gap results between the helical spring arrangement 22 and the shell-shaped outer contours 14, 15, resulting in a space-optimized overall arrangement. The gap is preferably less than 3 mm and more preferably less than 2 mm.

For receiving the spring assembly 21 are each a spring adapter 23, 24 attached to the main body 12, 13. The interchangeability of the spring adapters 23, 24 is provided in such a way that spring arrangements 21 of different geometry can be used.

The cross-sectional views according to FIG. 2 further show that the longitudinal elements 7, 8, here the base bodies 12, 13 of the elongate elements 7, 8, in particular on a side facing away from the shell outer side 25, 26, a rail 27, 28 for longitudinally displaceable coupling of the two longitudinal elements 7, 8.

In terms of manufacturing technology, the fact that the base bodies 12, 13 of the two longitudinal elements 7, 8, preferably including the above rails 27, 28, are identical to one another in the illustrated exemplary embodiment, is identical. which are designed. This can easily implement a low-cost identical part concept.

As mentioned above, the drive terminals 4, 5 are each arranged on a base body 12, 13 and in particular attached to a base body 12, 13. In principle, it is conceivable that the drive terminals 4, 5 are each designed in one piece with the corresponding base body 12, 13. Independently of this, it is preferably the case that the drive connections 4, 5 are each arranged on the end side of a main body 12, 13.

It has already been pointed out that here and preferably the traction mechanism 9 is designed as a cable transmission, which has two flexible traction means 10, 11, here two drive cables. In general, it is such that at least one flexible traction means 10, 11 of the traction mechanism 9 is preferably designed as a drive cable with a substantially circular cross-section. Alternatively, the at least one flexible traction means 10, 11 may be designed as a drive belt with a flat cross-section, ie as a flat belt. Alternatively, it is further preferably provided that the at least one flexible traction means 10, 11 is designed as a drive chain with a plurality of chain links.

Depending on the drive technology requirements, different materials for the at least one flexible traction means 10, 11 can be used. In principle, the at least one flexible traction means 10, 11 can be configured from a steel material, from a plastic material or the like. The at least one flexible traction means 10, 11 can be configured as a monofilament or as a multifilament. A synopsis of FIGS. 3 and 4 shows that a flexible traction means 10 of the traction mechanism 9 of the adjustment of the longitudinal elements 7, 8 serves to extend the drive kinematics 1. This traction device 10 is referred to herein as "extension traction means." The application of the traction force 10 to the traction means causes the two longitudinal elements 7, 8 to move apart from one another in the retracted position shown in Fig. 3b in the direction of that shown in Fig. 3a shown, extended position. Here and preferably, the other flexible traction means 11 of the traction mechanism 9 serves to adjust the longitudinal elements 7, 8 for retracting the drive kinematics 1. Accordingly, this flexible traction means 11 is referred to herein as "retracting traction means." An application of the retraction traction means 1 1 with a tensile force leads to a collapse of the longitudinal elements 7, 8 out of the position shown in Fig. 3a, so that the drive kinematics 1 enters Preferably, however, the extension traction means 10 is connected to the retracting traction means 11, as will be explained.

Alternatively, the drive kinematics 1 can be equipped exclusively with an extension traction means 10 or exclusively with a retraction traction means 11 in the above sense, so that a motorized generation of drive movements is possible only in a single drive direction. In the exemplary embodiment illustrated in FIGS. 2 to 4, the realization of the extension traction mechanism 10 could be sufficient, for example, since the retraction of the drive kinematics 1 can be taken over by the above-mentioned spring arrangement 21.

For the realization of the motor extension of the drive kinematics 1 via the traction mechanism 9 numerous advantageous variants are conceivable in detail. In all cases, the traction mechanism 9, however, a Zugnüttelfuhrung 29 for guiding the flexible traction means 10, 11. Here and preferably, the Zugnüttelfuhrung 29 at least one Zugmittelumlenkung 30, 31, 32 for deflecting the at least one traction means 10, 11 and at least one Zugmittelfestlegung 33, 34 for fixing the at least one traction means 10, I I. The operation of the illustrated traction mechanism 9 will be explained in detail below

For the Zugmittelumlenkung 30, 31, 32 may in principle be provided a deflection roller. Here and preferably, the Zugmittelumlenkung is always designed as a sliding guide, so that the deflection is slidably provided via a corresponding Umlenkkontur. This eliminates the need for deflection rollers basically bearing arrangements. The illustrated embodiments show a particularly compact and at the same time easy to manufacture Zugmittelfiihrung 29. Here it is such that the Zugmittelführung 29 at least two, here and preferably exactly two, Zug¬ mittelfuhningseinheiten 35, 36, each at one of the two longitudinal elements 7, 8 arranged, here and preferably attached to one of the two longitudinal elements 7, 8, are. In this case, the traction means guide units 35, 36 each end of a longitudinal member 7, 8 are arranged

A particularly simple determination of the Zugmittelffihrungseinheiten 35, 36 at the respective longitudinal element 7, 8 results here and preferably in that the Zugmittelführungseinheiten 35, 36 each have a male portion 35a, 36a, each in the shell interior 17, 18 of the respective body 12, 13 are here and preferably a latching insertion of Zugmittelführungseinheiten 35, 36 is provided, which further simplifies the assembly of the drive kinematics 1.

A synopsis of FIGS. 3 and 4 can further be deduced that the traction means guide units 35, 36 are identical to one another, that is to say again in the form of identical parts.

The Zugmittelfu ^ mmgseinheiten 35, 36 are preferably designed both for the extension of the drive kinematics 1 and for the retraction of the drive kinematics 1 Accordingly, it is such that at least one Zugmittelfulirungs- unit, here both Zugmittelführungseinheiten 35, 36, at least one Zugmit- deflection 30, 31 for the extension traction means 10 has or have. Furthermore, it is preferably such that at least one traction means guiding unit, here the traction means guiding unit 35, has at least one traction means deflection 32 for the retraction traction means 11.

In the case of the traction mechanism guide shown in FIGS. 3 and 4, the extension of the drive kinematics 1 can be effected by the tensile loading of the extension traction means 10 with a tensile force with respect to the longitudinal element 8. The extension traction means 10 has a drive end 10a, via which the driving force is introduced. Starting from the drive end 10a, the extension-traction means 10 via the Zugmittelumlenkung 30 of the traction means guide unit 36 and the Zugmittelumlenkung 31 of Zugmittelfüh- guided unit 35 and finally set to the Zugmittelfestlegung 33 on the traction means guide unit 36. The application of the drive end 10a thus causes a contraction of the two Zugmittelfiihrungsein- units 35, 36 and thus an extension of the drive kinematics 1 from the shown in Fig. 3b, retracted position of the drive kinematics 1 out.

The extension traction means 11 also has a drive end 1 la, via which the driving force can be initiated. Starting from the drive end I Ia, the retracting traction means 11 extends over the traction means deflection 32 of the traction means guiding unit 35 and is fixed to the traction means fixing 34 of the longitudinal element 8. An actuation of the drive end 1 la thus leads to the driving apart of Zugmittelfuhrungseinheiten 35, 36 and as a result to a retraction of the drive kinematics. 1

Noteworthy in the embodiment of Zugmittelführungseinheiten 35, 36 shown in Fig. 4 is the fact that the Zugmittelumlenkungen 30, 31 are arranged for the extension-traction means 10 in a different plane than the Zugmittelumlenkung 32 for the retracting traction means 11. Preferably, the two planes arranged transversely to the drive axle 2 offset from one another, so that the extension traction means 10 and the retraction traction means 11 can extend parallel to each other without colliding.

It is noteworthy in the case of the exemplary embodiment shown in FIGS. 2 to 4 that it is further realized that different translations for the extension and retraction of the drive kinematics 1 are realized by the different deflections of the extension traction means 10 and the retraction traction means 11. This can be particularly advantageous if any kind of spring support, in particular to compensate for weight forces, is provided, de 3 makes different driving forces required for the opening and closing of the respective closure element.

A comparison of FIGS. 3 and 4 shows that the traction means guide units 35, 36 each have a guide formation 37, 38 for engagement with the rail 27, 28 of the respective other longitudinal element 7, 8, to the longitudinally displaceable coupling of the two To produce longitudinal elements 7, 8 together. Here and preferably, this results in a alternately leading Engagement between the two longitudinal elements 7, 8. This dual function of Zugmittelführungseinheiten 35, 36 results in a further increase in the compactness of the proposed drive kinematics. 1

FIGS. 3 and 4 also show that the at least one traction means guide unit 35, 36 is configured in one piece. In a particularly preferred embodiment, the at least one Zugmittelführungseiiiheit 35, 36 is a plastic part, which is further preferably produced by plastic injection molding.

The illustration according to FIG. 2, together with the illustration according to FIG. 3, shows that between the two drive connections 4, 5 the at least one flexible traction means 10, 11 and here and preferably also the traction means guide 29 at least partially, here and in the case of retracted drive kinematics 1 preferably completely, between the two longitudinal elements 7, 8 is arranged or are. As already indicated above, this results in an optimal space utilization.

In the above-mentioned embodiment in such a way that the base bodies 12, 13 are designed as a shell-shaped cross-section transverse to the drive axle 2 and each have a shell interior 17, 18, it is preferably provided that the at least one flexible traction mechanism 10, 11 and / or or Zugmittelfülirung 29 in Schaleriinnenraum 17, 18 at least one of the longitudinal elements 7, 8 is arranged. This results in a further optimization of the space utilization.

As indicated above, it can be provided in principle that via the traction mechanism 9, a driving force between the two longitudinal elements 7, 8 can be generated only in a single drive direction. Alternatively and shown here, however, it is provided that via the traction mechanism 9, a driving force between the two longitudinal elements 7, 8 in both drive directions can be generated.

The illustrated in Fig. 6, the second embodiment corresponds in terms of its basic structure of the first embodiment. In that regard, reference may be made to all statements on the first exemplary embodiment. The second exemplary embodiment illustrated in FIG. 6 is distinguished from the first exemplary embodiment illustrated in FIGS. 2 to 4 in that the flexural rigidity of the longitudinal elements 7, 8 is increased.

Noteworthy in the illustrated in Fig. 6, the second embodiment is the fact that at least one of the base body 12, 13, here and preferably both base body 12, 13, seen in cross-section transverse to the drive shaft 2 has a constriction E or have. As a first approximation, a shape of the base body 12, 13 in the manner of a double-T-beam, seen in cross section transverse to the drive shaft 2, so that a high bending stiffness results around a bending axis aligned transversely to the drive axle 2. In the exemplary embodiment shown in FIG. 6, it is further the case that at least one of the base bodies 12, 13, here and preferably both base bodies 12, 13, has or have a longitudinal channel SO, 51, respectively the entire length of the base body 12, 13 extends or extend. By suitable design of the longitudinal channel SO, Sl, the bending stiffness of the relevant longitudinal element 7,8 can be further adjusted.

In the third and fourth exemplary embodiments illustrated in FIGS. 7 and 8, at least one of the longitudinal elements 8, here and preferably exactly one longitudinal element 8, has an elongated reinforcing element 13a adjacent to the longitudinal element 8 associated with the longitudinal element 8, which is parallel to the base body 13 extends, so that there is an elongated gap 49 between the base body 13 and the reinforcing element 13a. The main body 13 and the reinforcing element 13a are here and preferably mechanically connected to one another at both ends.

In the exemplary embodiment illustrated in FIG. 7, the base body 13 is configured differently in cross section to the drive axle 2 than the reinforcing element 13a. In principle, however, the base body 13 and the reinforcing element 13a can also be designed as identical parts. In the embodiment shown in Fig. 8, the base body 13 and the reinforcing element 13a seen in cross-section transverse to the drive shaft 2, at least of similar shape, namely cup-shaped. Nevertheless, the main body 13 and the reinforcing element 13a so far differently designed, as seen in cross-section transverse to the drive shaft 2 with respect to the drive axis 2 sweep different angular ranges.

In both embodiments shown in FIGS. 7 and 8, it is provided that the main body 13 and the reinforcing element 13a are arranged on opposite sides of the parting plane T. In that regard, results in the region of the parting plane T of the above-mentioned, elongated gap 49, in which at least a part of the traction mechanism 9 is arranged.

A particularly robust embodiment of the drive kinematics 1, in particular with regard to a bending load about a bending axis oriented transversely to the drive axle 2, shows the third exemplary embodiment illustrated in FIG.

Essential in this embodiment is the fact that a base body 12 is designed tubular, while the other base body 13 telescopes in the rohrformigen body 12 runs. In the exemplary embodiment shown in FIG. 7, the latter body 13 is a base body 13 to which an above reinforcing element 13a is assigned. Already by the great bending stiffness of rohrformigen body 12 results in a high bending stiffness of the drive kinematics 1 in total. At the same time, the eccentric arrangement of the main body 13 on the one hand and the reinforcing element 13a on the other hand ensure that an above-mentioned free space F for accommodating the traction mechanism 9 is provided. Incidentally, the local drive kinematics 1 has a Zugniittelfiihrung 29 with Zugmittelführungsemheiten 35, 36, which are arranged at the end of the respective base body 12, 13. In this regard, reference may be made to all explanations of the drive kinematics 1 shown in FIGS. 2 to 4.

The fourth exemplary embodiment illustrated in FIG. 8 is noteworthy insofar as one of the base bodies 12 extends in the parting plane T, wherein, here and preferably, the relevant base body 12 is configured in a substantially rod-shaped, in particular hollow, configuration. In the exemplary embodiment illustrated in FIG. 8 and thus far preferred, the rod-shaped basic body 12 seen in cross section transverse to the drive shaft 2 round, preferably circular, formed.

The rod-shaped base body 12 runs in the embodiment shown in Fig. 8 telescopically in the intermediate space 49 which is formed by the base body 13 and the reinforcing element 13 a. Here too, it is provided that the base bodies 12, 13 each have a traction means guiding unit 35, 36 of the traction mechanism guide 29 at the end. Also in this respect may again be made to all explanations to the embodiment shown in FIGS. 2 to 4.

It should also be pointed out that the exemplary embodiments illustrated in FIGS. 6, 7 and 8 have a particularly high buckling strength at the coupling point between the two longitudinal elements 7, 8. In the exemplary embodiment illustrated in FIG. 6, this is achieved by increasing the bending stiffness of the two base bodies 12, 13 as mentioned above. In the exemplary embodiment shown in FIG. 7, an increased buckling strength is achieved in that, on the one hand, the bending stiffness - Th of the two longitudinal elements 7, 8 are high and on the other hand, the base body 13 and / or the reinforcing element 13a are in engagement with the inner wall of the tubular base body 12 that this engagement provides a Längsfuh- tion between the two longitudinal elements 7, 8. In addition, the Zugmittelföhrungseinheit 36, which is associated with the main body 13 and the reinforcing element 13a, also in leading engagement with the inner wall of the tubular base body 12 is. As a result, an increased buckling strength is generated by a particularly good longitudinal guidance of the two longitudinal elements 7, 8 with each other.

Also in the fourth embodiment shown in Fig. 8, a high buckling strength is achieved by a particularly good Längsfuhrung the two longitudinal elements 7, 8 with each other. In this sense, first the traction mechanism unit 35 is in leading engagement with the main body 13 and the reinforcing element 13a. Furthermore, the rod-shaped basic body 12 protrudes through the traction means guiding unit 36, which is arranged at the end of the main body 13 and the reinforcing element 13a, the traction mechanism unit 36 simultaneously providing a guide for the bar-shaped main body 12 provides. This results in a double Längsfuhrung on two relative to the drive axle 2 axially spaced bearings. This spacing of the bearings in turn leads to a particularly high buckling strength.

According to another teaching of independent significance, a drive unit 39 is claimed with a proposed drive kinematics 1, wherein a traction mechanism 40 is provided with at least one flexible traction means 10, 11, here with two flexible traction means 10, 11 of the traction mechanism 9 driving technology Here, it is here and preferably such that the Bowden cables (not illustrated here) of the Bowden cables 41, 42 are connected to the traction means 10, 11 are provided by the traction means 10, 11, while the Bowden cable sheaths 41a, 42a are supported on the longitudinal element 8.

The introduction of the drive force generated by the traction drive 40 does not necessarily have to be provided on the one longitudinal element 8. It is also conceivable that the driving force generated by the traction drive 40 is introduced via both longitudinal elements 7, 8 in the traction mechanism 9. In principle, it is also conceivable that the traction drive 40 introduces the driving force only in a single traction means 10, 11.

In particular, the coupling of the traction drive 40 with the drive kinematics 1 via Bowden cables 41, 42 results in a spatial decoupling between the drive kinematics 1 and the traction mechanism 40. Furthermore, this separate embodiment of the traction mechanism 40 can be a vibrational, especially acoustic, decoupling of the traction mechanism 40th reach from the drive kinematics 1.

Fig. 5 shows the basic structure of the traction mechanism drive 40, which has a particular electric drive motor 43 and a drive roller 43 downstream of the drive motor 44 for motor winding and unwinding of the at least one flexible traction means 10, 11.

It has already been pointed out above that two traction means 10, 11 are provided, wherein an extension traction means 10 and a retracting traction means II are realized. This may mean that the two traction means 10, 11 are configured separately from each other. It is also conceivable that the two traction means 10, 11 are connected to each other at one point or are formed from a one-piece flexible traction means. This can be seen from the illustration according to FIG. 5. The two traction means 10, 11 go to the winding roller 44 to a certain extent into each other, so that a rotation of the winding roller 44, a winding of a traction device 10, 11 and unwinding of the other traction means 10, 11 causes.

Interesting in the above-mentioned loading of the winding roller 44 with the traction means 10, 11 is that the winding roller 44, depending on the Zugmittelspannung slipping of the traction means 10, 11 allows the winding roller 44. This slipping can be used for the manual adjustment of the closure element 3 in the event that the drive train between the drive motor 43 and winding roller 44 is self-locking. In principle, however, such slipping is also advantageous in the event that the closure element 3 is adjusted with excessive manual force. In the latter case, the slippage of the traction means 10, 11 serves to protect the drive train between the drive motor 43 and winding roller 44 from destruction.

In order to control the above slippage of the traction means 10, 11 on the winding roller 44, the winding roller 44 is provided with winding grooves 45 for the traction means 10, 11 with respect to the geometric winding axis 46 different diameters. For example, it can be provided that the diameter of the winding grooves 45 reaches a reduced value upon reaching an end position of the closure element 3, in particular when the open position of the boot lid 6 is reached, so that slippage with comparatively little force is possible. This takes into account the fact that a manual adjustment of the boot lid 6 is expected in its open position rather than in an intermediate position. However, it must be ensured that the static friction between traction means 10, 11 and winding roller 44 is large enough to hold the boot lid 6 in its open position.

Quite generally, it is so that the traction mechanism 40 is coupled with two flexible traction means 10, 11 of the traction mechanism 9 drive technology, wherein the traction drive 40 for generating a drive movement, the one Pulling means 10, 11 retracts and at the same time the other traction means 11, 10 outputs Here, the winding roller 44 associated ends of the two traction means 10, 11 are connected, as has also been explained above.

According to a further teaching, which has independent significance, a drive arrangement 47 for the adjustment of a closure element 3 of a motor vehicle is claimed which has at least one drive unit 39 mentioned above.

The proposed drive arrangement 47 is symmetrical or asymmetrical with the closure element 3, here with the boot lid 6, coupled. Here and preferably, it is such that the drive arrangement 47 has a single drive unit 39, which engages on one side of the closure element 3, here the trunk lid 6. In principle, however, it may also be provided that the drive arrangement 47 has two drive units 39, which act on both sides of the closure element 3, here the boot lid 6. In the case of the unilaterally acting drive arrangement 47, a spring arrangement, in particular a tension spring arrangement, can be provided on the side opposite the drive unit 39, which provides a corresponding weight compensation with regard to the weight of the closure element 3.

The drive arrangement 47 can act on the closure element 3, here on the boot lid 6, itself. In a particularly preferred embodiment, it is such that, as shown in Fig. 1, the drive assembly on a hinge member, in particular on a gooseneck-like hinge member 48 engages.

For all the above-mentioned teachings may finally be pointed out that the two longitudinal elements 7, 8 together with the respective base bodies 12, 13, the respective drive terminals 4, 5 and the respective Zugmittel- Föhr units form two units, which are preferably designed as identical to each other is what simplifies the manufacturability of the drive kinematics 1. Furthermore, it is preferably provided that at least part of the components of these structural units are combined to form one-part subcomponents in order to further simplify manufacturability.

Claims

claims

1. drive kinematics for generating linear drive movements along a geometric drive axis (2) for the adjustment of a closure element (3) of a motor vehicle, wherein the drive kinematics (1) has two mechanical drive connections (4, 5) for discharging a drive movement, wherein the drive kinematics ( 1) has two elongate longitudinal elements (7, 8) extending along the drive axle (2), which are longitudinally displaceably coupled to each other and to each of which a drive connection (4, 5) is arranged, wherein a traction mechanism (9) with at least one flexible Traction means (10, 11) is provided and wherein via the traction mechanism (9) between the two longitudinal elements (7, 8) a driving force and thus a drive movement can be generated,

characterized,

in that the two drive connections (4, 5) lie in a parting plane (T), that the two longitudinal elements (7, 8) each have an elongate base body (12, 13) transmitting at least part of the drive force, that at least one of the main bodies ( 12, 13) is arranged substantially on one side of the parting plane (T) and that the traction mechanism (9) deflects the at least one traction means (10, 11) substantially parallel to the parting plane (T).

2. drive kinematics according to claim 1, characterized in that the two base body (12, 13) on opposite sides of the parting plane (T) are arranged.

3. drive kinematics according to claim 1 or 2, characterized in that at least one of the base body (12, 13) transmits the entire driving force.

4. drive kinematics according to any one of the preceding claims, characterized in that at least one base body (12, 13) has a cross-section transverse to the drive axis (2) seen cup-shaped outer contour (14, 15), preferably that the two longitudinal elements (7, 8) each having a base body (12, 13) with a transverse cross-section to the drive axis (2) seen cup-shaped outer contour (14, 15) and that the longitudinal elements (7, 8) are aligned with each other so that the cup-shaped outer contours ( 14, 15) of the main body (12, 13) of the elongate elements (7, 8) to open each other, preferably, that the cup-shaped outer contour (14, 15) is a convex outer contour, or that the cup-shaped outer contour (14, 15) is a concave outer contour.

5. drive kinematics according to claim 1 or 2, characterized in that at least one of the base body (12, 13) of the two longitudinal elements (7, 8) in cross-section transverse to the drive axis (2) seen a half-shell-shaped outer contour (14, 15), and / or that the shell-shaped outer contour (14, 15) of the respective base body (12, 13) extends along a curved contour, in particular a circular contour, and / or that at least one base body (12, 13) is transverse in cross-section The drive axle (2) is designed as a whole bowl-shaped and a shell interior (17, 18)

6. drive kinematics according to any one of the preceding claims, characterized in that the base body (12, 13) of the two longitudinal elements (7, 8) in cross-section transverse to the drive axle (2) seen complemented to a roundish overall cross-section.

7. drive kinematics according to any one of the preceding claims, characterized in that at least one of the base body (12, 13) of the two longitudinal elements (7, 8) is configured in one piece or are, and / or that at least one of the base body (12, 13 ) of the two longitudinal elements (7, 8) is at least partially configured profile-like or are.

8. drive kinematics according to one of the preceding claims, characterized in that a spring arrangement (21) for generating a spring bias of the two longitudinal elements (7, 8) against each other along the drive axle (2) is provided, preferably, that the spring assembly (21) as a helical spring assembly (22) is configured, more preferably that the coil spring assembly (22) surrounds the longitudinal elements (7, 8).

9. drive kinematics according to any one of the preceding claims, characterized in that at least one of the two longitudinal elements (7, 8), in particular on one of the shell outer side (25, 26) facing away from, a rail (27, 28) for longitudinally displaceable coupling of the two longitudinal elements (7, 8).

10. drive kinematics according to any one of the preceding claims, characterized in that the base body (12, 13) of the two longitudinal elements (7, 8) are designed identical to each other.

11. Drive kinematics according to one of the preceding claims, characterized in that the drive connections (4, 5) each arranged on a base body (12, 13), in particular to a base body (12, 13) attached, are, preferably, that the drive connections ( 4, 5) each end of a base body (12, 13) are arranged.

12. Drive kinematics according to one of the preceding claims, characterized in that the at least one flexible traction means (10, 11) of the traction mechanism (9) is designed as drive cable, drive belt or drive chain.

13. Drive kinematics according to one of the preceding claims, characterized in that a flexible traction means (10) of the traction mechanism (9) - extension traction means - the adjustment of the longitudinal elements (7, 8) for extending the drive kinematics (1), and / or that a flexible traction means (1 1) of the traction mechanism (9) - Emfahr-traction means - the adjustment of the longitudinal elements (7, 8) for retracting the drive kinematics (1), preferably that the extension traction means (10) the retraction traction means (1 1) is connected.

14. Drive kinematics according to one of the preceding claims, characterized in that the traction mechanism (9) has a Zugmittelfuhrung (29) for guiding the at least one flexible traction means (10, 11), preferably that the Zugmittelfuhrung (29) at least one Zugmittelumlenkung (30 , 31, 32) for deflecting the at least one traction means (10, 11) and / or at least one traction means fixing (33, 34) for fixing the at least one traction means (10, 1 1).

15. Drive kinematics according to one of the preceding claims, characterized in that the traction means guide (29) has at least two Zugmittelführungseinheiten (35, 36), each at one of the two longitudinal elements (7, 8) arranged, in particular on one of the two longitudinal elements (7, 8) attached are, preferably, that the Zugmitteliührungseinheiten (35, 36) each end of a longitudinal element (7, 8) are arranged.

16. Drive kinematics according to one of the preceding claims, characterized in that the Zugmittelfuhrungseinheiten (35, 36) are configured identical to each other.

17. Drive kinematics according to one of the preceding claims, characterized in that at least one Zugmittelfuhrungseinheit (35, 36) at least one Zugmittelumlenkung (30, 31) for the extension traction means (10), and / or that at least one Zugmittelfuhrungseinheit (35, 36) has at least one Zugmittelumlenkung (32) for the retracting traction means (11).

18. drive kinematics according to any one of the preceding claims, characterized in that the Zugmittelfuhrungseinheit (35, 36) of a longitudinal element (7, 8) has a Führungsausformung (37, 38) for engagement with the rail (27, 28) of the other longitudinal element (7 , 8) in order to produce the longitudinally displaceable coupling of the two longitudinal elements (7, 8) with each other.

19. Drive kinematics according to one of the preceding claims, characterized in that the at least one ZugmiUelführungseinheit (35, 36) is designed in one piece, preferably, that the at least one traction means guide unit (35, 36) is made by plastic injection molding.

20. Drive kinematics according to one of the preceding claims, characterized in that between the two drive connections (4, 5) the at least one flexible traction means (10, 11) and / or the Zugmittelföhnmg (29) at retracted drive kinematics (1) at least in part, Preferably, completely, between the two longitudinal elements (7, 8) is arranged or are.

21. Drive kinematics according to one of the preceding claims, characterized in that the at least one flexible traction means (10, 11) and / or Zugmittelfühxung (29) in the shell interior (17, 18) at least one of the longitudinal elements (7, 8) is arranged.

22. Drive kinematics according to one of the preceding claims, characterized in that on the traction mechanism (9) a driving force between the two longitudinal elements (7, 8) can be generated only in a single drive direction, or that on the traction mechanism (9) has a driving force between the two longitudinal elements (7, 8) can be generated in both directions of drive.

23. drive kinematics according to any one of the preceding claims, characterized in that at least one of the base body (12, 13) seen in cross section transverse to the drive axle (2) has a constriction (£), and / or that at least one of the base body (12 , 13) in cross-section transverse to the drive axle (2) seen in the manner of a double-T-carrier is designed, and / or that at least one of the base body (12, 13) has a longitudinal channel (SO, 51).

24. Drive kinematics according to one of the preceding claims, characterized in that at least one of the longitudinal elements (7, 8) adjacent to the longitudinal element (7, 8) associated with the main body (13) has an elongate reinforcing element (13a) parallel to the main body ( 13), so that an elongate intermediate space (49) results between the base body (13) and the reinforcing element (13a), preferably in that the base body (13) and / or the reinforcing element (13a) are transverse in cross section to the drive axis (13). 2), and / or that the base body (13) and the reinforcing element (13a) are arranged on opposite sides of the parting plane (T).

25. Drive kinematics according to one of the preceding claims, characterized in that a base body (12) is designed rohrformig and that the respective other base body (13) telescopically in the rohrformigen base body (12) runs.

26, drive kinematics according to one of the preceding claims, characterized in that a base body (12) in the parting plane (T) extends, preferably, that the base body (12) is configured substantially rod-shaped.

27. Drive kinematics according to one of the preceding claims, characterized in that the rod-shaped base body (12) telescopes in the intermediate space (49).

28. Drive unit with a drive kinematics according to one of the preceding claims, characterized in that a traction means drive (40) is provided, which is coupled with at least one flexible traction means (10, 11) of the traction mechanism (9) drive technology.

29. Drive unit according to claim 28, characterized in that the traction mechanism drive (40) is designed and arranged separately from the drive kinematics (1).

30. Drive unit according to claim 28 or 29, characterized in that the traction mechanism drive (40) has a drive motor (43) and a drive motor (43) downstream winding roller (44) for motor winding and unwinding of the at least one flexible traction means (10, 11 ) having.

31. Drive unit according to one of claims 28 to 30, characterized in that the traction drive (40) with two flexible traction means (10, 11) of the traction mechanism (9) is drivingly coupled and for generating a drive movement of a traction means (10, 11) retracts and at the same time outputs the other traction means (11, 10).

32. Drive arrangement for the adjustment of a closure element (3) of a motor vehicle, characterized by at least one drive unit (39) according to one of claims 28 to 31.