WO2020144117A1

WO2020144117A1 - Drive system for a movable roof part of a roof system of a motor vehicle

Info

Publication number: WO2020144117A1
Application number: PCT/EP2020/050094
Authority: WO
Inventors: Michael Heidan; Marius MARQUART
Original assignee: Bos Gmbh & Co. Kg
Priority date: 2019-01-11
Filing date: 2020-01-03
Publication date: 2020-07-16
Also published as: DE102019215550A1; CN113365864A; WO2020144122A1; WO2020144120A1; DE102019215545A1; CN113286716A; CN113329897A; CN113286716B; WO2020144114A1; CN113329897B; CN113286719A; CN113365864B; DE102019215548A1; CN113286719B; DE102019215541A1

Abstract

The invention relates to a drive system comprising support strip (6) which can be rigidly connected to the movable roof part (2), a control mechanism for actuating a front region of the support strip, a rear extension mechanism (12) which is operatively connected to the support strip at a distance behind the front region of the support strip, and a guide rail assembly (7) in which the control mechanism and the rear extension mechanism can be moved. According to the invention, at least one first guide cam (21) and a second guide cam (15) are arranged on the front region of the support strip (6) in a fixed manner and protrude transversely from the support strip towards different sides, the guide rail assembly (7) has at least one first guide track (26) and a second guide track (27) which lies opposite the first guide track in a spaced manner in the transverse direction, the first guide track is designed as a guide channel (K), between the channel walls of which the first guide cam is held in a slidingly movable manner, and the second guide track is designed as a guide web (S), against which the second guide cam is supported in a slidingly movable manner.

Description

Drive system for a movable roof part of a roof system of a motor vehicle

The invention relates to a drive system for a movable roof part of a roof system of a motor vehicle, with a support bar that can be fixedly connected to the movable roof part, with a control mechanism for actuating a front area of the support bar, with a rear opening mechanism that is spaced behind the front area the support bar is in operative connection with the support bar, and with a guide rail arrangement in which the control mechanism and the rear opening mechanism can be moved.

Such a drive system is known from DE 10 2015 201 587 A1 and is provided for a movable roof part of a roof system of a passenger car. The movable roof part of the roof system can be moved between a closed, a ventilation and an open position. To relocate the movable roof part, one of the known drive systems is provided on the opposite sides in the transverse direction. The two opposite drive systems are by one

Drive device can be operated synchronously with each other. Each drive system has a lifting arrangement on the front and a rear opening mechanism, which are coupled to the respective carrier strip of the movable roof part. Both the lifting arrangement and the opening mechanism are movably guided in a guide rail arrangement.

The object of the invention is to provide a drive system of the type mentioned at the outset, which is of simplified construction compared to the prior art and which requires a reduced overall height.

This object is achieved in that at least a first guide cam and a second guide cam are fixedly arranged on the front region of the support bar and project transversely from the support bar to the under different sides, that the

Guide rail arrangement has at least a first guide track and a second guide track which is spaced apart in the transverse direction, that the first guide track is designed as a guide channel, between the channel walls of which the first guide cam is slidably held, and that the second guide track is designed as a guide web on which the second guide cam is slidable is supported. The solution according to the invention has a reduced number of moving components compared to the prior art. In particular, a separate, front lifting arrangement for guiding the front region of the carrier strip can be dispensed with. Rather, the support bar acts directly with the guide cams arranged on the front area of the support bar Guide tracks of the guide rail assembly together. In other words, control and / or guide functions that were formerly assigned to the lifting arrangement and that can in particular cause the front of the support bar to be raised are at least partially integrated into the front area of the support bar. At the same time, the solution according to the invention enables an improved use of existing installation space, in particular a reduced installation height. For this purpose, the second guide track is designed as a guide bridge. In particular, in comparison to a configuration as a guide channel with opposite channel walls spaced transversely to a guide direction, the configuration of the second guide track as a guide web saves installation space. The installation space saved in this way results in structural advantages with regard to the arrangement of the components of the control mechanism and / or the opening mechanism. The second guide cam is slidably supported on the guide web and, in so far, is not readily secured against being lifted off the guide web. By designing the first guide track as a guide channel, stable guidance of the carrier strip is nevertheless ensured. This is because the first guide cam is slidably held between the channel walls of the guide channel and is not only supported in a slidable manner. The solution according to the invention can be used in a particularly advantageous manner for a roof system of a motor vehicle, in particular for a spoiler roof system. In such a spoiler roof system, the movable roof part is displaced rearward in an open position over a fixed roof section, the rear opening mechanism and the control mechanism only moving along a roof section released by the movable roof part and not being moved over the rear edge thereof. The movable roof part therefore projects in the open position like a spoiler over the fixed roof section, which explains the term "spoiler roof system". The directional and positional information used, such as vertical, longitudinal and transverse directions as well as front, rear, top, bottom, front, rear, side or the like refer to a ready-to-use state of the drive system mounted on the motor vehicle and a forward direction of travel of the motor vehicle.

In an embodiment of the invention, the guide web is arranged in the vertical direction below an upper channel wall of the guide channel. This allows the overall height of the drive system to be further reduced. As such, the guide web requires less overall height than the guide channel, so that the arrangement of the guide web below the upper channel wall can be achieved with structurally simple means. The guide channel is formed between the upper channel wall and a lower channel wall which is spaced apart transversely to the longitudinal extent of the guide channel. In a further embodiment of the invention, the movable roof part is curved sloping outwards in the transverse direction, and the guide web is located on the outside in the transverse direction and the guide channel is arranged on the inside in the transverse direction. With such an outward curvature of the movable roof part, the installation space available for arranging the drive system is naturally reduced in the transverse direction from the inside to the outside. If this is not taken into account by adapting the drive system constructively, this can result in reduced headroom in the interior of the motor vehicle. This embodiment of the invention counteracts this. This is because the transverse arrangement of the guide web saves structural height in a manner that is tailored to the curvature of the movable roof part.

In a further embodiment of the invention, the second guide cam is designed as a double guide cam with two sliding surfaces which are angled relative to one another, the sliding surfaces being alternately supported on or removed from the guide web depending on a position of displacement of the carrier strip. The design of the second guide cam as a double guide cam serves in particular to guide the front part of the carrier strip along differently curved and / or non-curved sections of the guide web. Since the double guide cam has the two sliding surfaces angled relative to one another, separate guide cams, each with one sliding surface, can be dispensed with. When the front part of the carrier strip is raised or lowered, at least one of the sliding surfaces is always supported on the guide web. This ensures a particularly robust guidance of the carrier strip.

In a further embodiment of the invention, the carrier bar has a third guide cam, which is fixedly arranged on the front region of the carrier bar and projects transversely from the carrier bar on the same side as the second guide cam, the third guide cam on an underside and the second guide cam on one Top of the guide web is slidably supported or vice versa. This configuration of the invention enables improved support and guidance of the carrier strip on the guide web to be achieved. For this purpose, the second guide cam and the third guide cam engage the guide web from different sides. The carrier bar is thereby secured against unintentional lifting off the guide web.

In a further embodiment of the invention, the second guide cam and the third guide cam act on the guide web offset from one another along the guide web. As a result, a further improved guidance and / or control of the carrier strip can be provided the guide rail arrangement can be achieved. Because the mutually offset attack of the second guide cam and the third guide cam can in particular prevent an unwanted tilting of the carrier strip. In addition, any unevenness or shoulders between different sections of the guide web can be compensated for by means of the offset attack.

In a further embodiment of the invention, the third guide cam is designed as a double guide cam with two sliding surfaces which are angled relative to one another, the sliding surfaces being alternately supported or lifted off the guide web depending on a position of displacement of the carrier strip. To avoid repetition, reference is made to the above explanations regarding the design of the second guide cam as a double guide cam. What has been described there applies analogously here.

In a further embodiment of the invention, the guide rail arrangement has on the front a rail extension with curved guide tracks which are assigned to the guide tracks and are each designed as an inclined slope for the carrier strip. The curve guide tracks serve to raise and / or lower the front area of the support bar and, for this purpose, interact with the first guide cam and the second guide cam. If a third guide cam is provided, this can also interact with one of the curve guide tracks. The curve guidance tracks can in particular be S-shaped.

In a further embodiment of the invention, a first curve guide track is designed as a guide channel continuation and merges into the guide channel at one end, the guide channel extension having a channel width that is variable over its channel length. The channel width is to be understood as a distance that extends in the normal direction between the channel walls. A corresponding excavation and / or lowering movement of the front area of the carrier bar is possible due to the channel width changing over the channel length. Starting from the transition between the guide channel and the guide channel extension, the channel width extends forward over the channel length.

In a further embodiment of the invention, a second curve guide track is designed as a guide web extension and merges at one end into the guide web, the guide web extension having a web thickness that is variable over its web length. This is particularly advantageous if a third guide cam is provided. In this case, the variable web thickness enables both the second and the third guide cams to be at one The lifting and / or lowering movement of the front area of the support bar in each case remain in contact with the guide web extension. The web thickness is understood to mean the distance which extends in the normal direction between an upper side and a lower side of the guide web extension. The web thickness increases starting from the transition between the guide web extension and the guide web to the front.

In a further embodiment of the invention, the rail extension is integral with a profile rail of the guide rail arrangement, the guide channel and the guide web being formed on the profile rail. With this embodiment of the invention, unevenness or shoulders between the guide web extension and the guide web on the one hand and the guide channel extension and the guide channel on the other hand can be avoided. This counteracts in particular unwanted noise and stiff mobility of the guide cams.

In a further embodiment of the invention, the guide rail arrangement has a third guide track, in which a control slide of the control mechanism can be moved in a sliding manner, the guide channel and the guide web being arranged in the vertical direction above the guide track. This embodiment of the invention enables a further improvement in the use of available installation space. The control slide preferably has at least one control link which is open laterally inwards and which interacts with a control cam which is arranged fixedly on the front region of the support bar and projects transversely from the support bar. When the drive carriage moves in the guide rail arrangement, the front area of the carrier strip is actuated and is guided between different displacement positions in accordance with the guide formed between the guide cams and the guide channel and the guide web.

In a further embodiment of the invention, the control slide has a support cam supported on the guide web. In this embodiment, the guide bar has a particularly advantageous multiple function. This is because, on the one hand, the front area of the carrier strip is supported so that it can slide on the guide web via at least the second guide cam. At the same time, the support cam of the control slide is slidably supported on the guide web. A separate guide web assigned to the support cam can thus be dispensed with.

The invention also relates to a roof system for a motor vehicle with at least one drive system according to one of the preceding claims. Further advantages and features of the invention emerge from the claims and from the following description of a preferred exemplary embodiment of the invention, which is illustrated with the aid of the drawings.

1 shows a perspective view of an embodiment of a roof system according to the invention in a ventilation position of a movable roof part,

Fig. 2 is an exploded view of a drive system for a roof system

Fig. 1,

3 shows a further exploded view of the drive system according to FIG. 2, but in a different perspective,

4 shows an enlarged section of the exploded view according to FIG. 3,

5 is an enlarged section of the exploded view of FIG. 2,

Fig. 6 in a perspective view of the drive system according to FIGS. 2 to 5 in one

Closed position,

7 shows the drive system according to FIG. 6 in a ventilation position according to FIG. 1,

8 shows the drive system according to FIGS. 6 and 7 in an open position,

Fig. 9 in another perspective view of the drive system of FIG. 6 in the

Closed position,

Fig. 10 in a perspective view according to FIG. 9, the drive system in the

Ventilation position,

11 is a perspective view of FIGS. 9 and 10, the drive system in the open position,

12 shows a front area of the drive system according to FIG. 6,

13 is a plan view of the front area of the drive system according to FIG. 12, FIG. 14 is a sectional view of the drive system according to FIG. 13 along the

Section line l-l in Fig. 13,

15 is a perspective view of the front area of the drive system in the

Ventilation position according to FIG. 7,

Fig. 16 is a sectional view of the drive system along the section line II-II in

Fig. 17

17 is a plan view of the front area of the drive system according to FIG. 15,

Fig. 18 is a sectional view through the drive system along the section line III-III in

Fig. 17

19 the front area of the drive system analogous to FIGS. 12 and 15 in a partial open position,

20 is a sectional view along the section line IV-IV in FIG. 21,

21 is a plan view of the drive system in its open position shown in FIG. 8,

22 is a sectional view of the drive system along the section line V-V in

Fig. 21

23 shows a sectional illustration of the drive system along the section line G-G in FIG

Fig. 13,

24 is a sectional view of the drive system along the section line - in

Fig. 13,

25 shows a sectional illustration of the drive system along the section line IG-IG in FIG

Fig. 17

FIG. 26 shows a further sectional illustration corresponding to FIG. 16 of the

Drive system along the section line ll-ll in Fig. 17, 27 is a sectional view of the drive system along the section line IV'-IV 'in FIGS. 21 and

FIG. 28 shows a further sectional illustration of the FIG. 20 corresponding to FIG

Drive system along the section line IV-IV in Fig. 21.

A roof system 1 according to FIG. 1 is provided for a roof area of a passenger car. The roof system 1 is prepared ready for installation as an independent roof module and inserted into a cut-open roof area of the vehicle body during assembly on the vehicle side and electrically connected to a vehicle control system. The roof system 1 has a circumferential support frame 4 which has a rear roof section 3 which is fixedly connected to the support frame 4 and a front, movable roof part 2. The movable roof part 2 is designed in the manner of a dimensionally stable cover, preferably a glass cover, and is used to close or release a roof cutout (not shown). The roof cutout forms an opening on the roof side of the vehicle interior.

The movable roof part 2 can be moved between a closed position, in which the roof part 2 is flush and flush with the adjoining roof section 3, a ventilation position shown in FIG. 1 and an open position. In the open position, the movable roof part 2 has moved backwards over the fixed roof section 3.

The movable roof part 2 is supported on side regions opposite in the transverse direction by a respective support bar 6 of a drive system 5, as shown in FIGS. 2 to 28. The two support strips are firmly connected in the area of an underside of the movable roof part 2 with corresponding holders which are fastened to the movable roof part 2 by means of a PU foam. Each support bar 6 is detachably connected to the corresponding holder, which can also be referred to as a cover support, by screw connections.

The mutually opposite drive systems 5 are mirror-symmetrical to a vertical longitudinal plane of the vehicle, but are otherwise arranged and designed identically to one another. Both drive systems 5 are driven synchronously with each other. For this purpose, each drive system 5 is coupled to a central, electric drive motor by means of a drive transmission train in the form of a threaded cable. In the present case, the drive motor is attached to the support frame 4 below a front panel of the roof system 1 according to FIG. The electric drive motor drives a worm gear, which synchronously and in opposite directions makes a longitudinal displacement of the two drive transmission lines for the two opposite drive systems 5. 2 to 28, only the left-hand drive system 5, as seen in the forward direction of travel of the passenger car, is shown. The following explanations and representations according to FIGS. 2 to 28 apply in a corresponding manner to the opposite, right drive system.

The drive system 5 has the longitudinal support bar 6, which is designed as a bent sheet metal part. The carrier bar 6 has an upright carrier bar which extends over the entire length of the carrier bar 6 and is stiffened in the region of its underside by a web guide 19 which is bent at right angles to the outside. The web guide 19 extends at least largely over an entire length of the carrier strip 6.

The drive system 5 also has a guide rail arrangement 7. The guide rail arrangement 7 forms a lower rail track 29, which is described in more detail below, and is spaced vertically upward for this purpose further guide tracks 26 to 28, which will be discussed in more detail below.

The guide tracks can also be referred to as first guide track 26 and second guide track 27. The lower rail track can also be referred to as the third guide track 29. The first guide track 26 and the second guide track 27 are spaced apart in the transverse direction and flank the carrier strip 6 on both sides.

The first guide track 26 is designed as a guide channel K, which can be seen in detail in particular from FIGS. 23, 25 and 27. The guide channel K has an upper channel wall 101 in the vertical direction and a lower channel wall 102 extending in the vertical direction below the upper channel wall 101. The channel walls 101, 102 are elongated parallel to one another. The second guide track 27 is designed as a guide web S. This can be seen in detail in particular from FIGS. 24, 26 and 28.

Both the guide channel K and the guide web S interact in a manner described in more detail below for guiding and controlling the displacement of the carrier bar 6 with a front region 9 of the carrier bar 6.

The guide web S is arranged in the transverse direction of the roof system 1 on the outside and the guide channel K is arranged on the inside. The guide rail arrangement 7 has a rail extension 11 on a front end region. The rail extension 11 has an outside curve guide section 11a and an inside curve guide section 11b. The inner curve guide section 11b has a first curved curve guide track which is designed as a guide channel extension K 'and merges into the guide channel K at one end. The outer curve guide section 11a has a second curve guide track which is designed as a guide web extension S 'and merges into the guide web S at one end. The guide channel extension K 'is formed by an unspecified upper and lower channel wall. The upper channel wall merges flush and flush into the upper channel wall 101. The lower channel wall of the guide channel extension K 'merges flush and flush into the lower channel wall 102 of the guide channel. Starting from this transition, the distance between the upper and lower channel walls of the guide channel extension K 'widens to the front, so that a channel width, not specified, increases to the front over the channel length. In a similar manner, the guide web extension S 'has a web thickness which is variable over its web length and which, starting from the flush and flush transition to the guide web S, increases towards the front. In this case, both the guide channel extension K 'and the guide bar extension S' fall forward from the level of the guide channel K or the guide bar S in a curved manner.

The guide channel extension K ″ and the guide web extension S ″ each form an excavation slope for the carrier bar 6 and, in this respect, serve to force the carrier bar 6 to be displaced between a lowered and a raised position.

Unlike in particular FIGS. 23 to 28 due to the different hatching there, the rail extension 11 is integral with the section of the guide rail arrangement 7 which adjoins in the longitudinal direction to the rear. In the present case, this is formed by a profile rail 103, the guide channel K and the guide web S are formed on inner walls of the profiled rail 103 which are opposite in the transverse direction.

In the lower, third guide track 29 of the guide rail arrangement 7, a control slide 10 is guided so as to be longitudinally displaceable, which has a parallelepiped-shaped slider 23 on both the outside and the inside. The sliders 23 are linearly movable in the longitudinal direction of the guide rail arrangement in the third guide track 29. In this case, the control slide 10 can be driven in a manner not shown in more detail by means of the thread cable already described, which is firmly connected to the control slide 10. As a result, the control slide 10 can be displaced forward and / or rearward in the longitudinal direction of the guide rail arrangement 7.

The control slide 10 is provided to incline the front part 9 of the carrier bar 6 in the manner described in more detail below and to shift it in the vertical direction. A rear opening mechanism 12 is provided at a distance behind the control slide 10 and can be coupled to the control slide 10 or a securing part 14 of the guide rail arrangement 7 by means of a coupling rod 13 projecting forward. For the linearly movable displacement of the coupling rod 13, the guide track 28 is provided in the guide rail arrangement 7, which is provided on the inside in the region of an outer flank of the guide rail arrangement, more precisely the profile rail 103, and is positioned in the vertical direction between the third guide track 29 and the guide web S. The rear opening mechanism 12 interacts with the web guide 19 in a manner not described in detail in order to guide the support bar 6 during a movement between the ventilation and the open position.

The front area 9 of the carrier strip 6 is supported on the one hand in the guide rail arrangement 7, namely the profile rail 103 and the rail extension 11, and on the other hand on the control slide 10. For this purpose, the front area 9 of the carrier strip 6 has, on the one hand, two control cams 17, 18 spaced apart in the longitudinal and vertical directions. The two control cams 17, 18 each have a support section integrally formed on the support bar 6 and protruding outward at right angles to the support web of the support bar 6, on each of which a sliding body is attached, in particular by being plugged on. The respective sliding body of the two control cams 17, 18 is made of plastic and has good sliding properties.

The carrier strip 6 also has a plurality of guide cams 15, 20, 21 on its front region 9, which are provided for slidable support on the guide rail arrangement 7. The guide cams can also be referred to as first guide cams 21, second guide cams 15 and third guide cams 20. The guide cams 15, 20, 21 are each arranged fixedly on the front area 9 of the carrier strip. The first guide cam 21 and the second guide cam 15 protrude transversely and on different sides from the carrier bar 6. The third guide cam 20 projects transversely on the same side as the second guide cam 15.

The first guide cam 21 is provided for slidable displacement in the guide channel K and the guide channel extension K 'adjoining at the front. The first guide cam 21 is transverse to the respective guide direction of the guide channel K and Guide channel extension K 'held between the upper channel wall 101 and the lower channel wall 102.

The second guide cam 15 is slidably supported on the guide web S and the adjoining guide web extension S '. In the present case, this support takes place in the vertical direction from top to bottom and in this respect on a respective top of the guide web S and the guide web extension S '.

In the present case, the second guide cam 15 is designed as a double guide cam 104 and is provided with two sliding surfaces 105, 106 which are angled relative to one another. The sliding surfaces 105, 106 are alternately supported or raised on the guide web S and / or the adjoining guide web extension S 'depending on a position of displacement of the support bar 6. An angle between the sliding surfaces 105, 106 corresponds to a relative angle between the guide web S and the curved guide web extension S ', which can be seen in detail in particular from FIGS. 24, 26 and 28.

The third guide cam 20 forms a slidable counter support to the double guide cam 104. This can be seen in detail in particular from FIGS. 16, 20, 24, 26 and 28. For this purpose, the third guide cam 20 engages on the side facing away from the double guide cam 104, namely the underside, of the guide web S on the guide web S and the adjoining guide web extension S ′.

The third guide cam 20 is designed in a manner similar to the second guide cam 15 as a double guide cam 107 and thus has two sliding surfaces 108, 109 which are angled relative to one another. The sliding surface 108 slidably interacts with the underside of the guide web extension S '. In the area of the guide web S, on the other hand, the sliding surface 108 is not in sliding contact. Instead, the sliding surface 109 rests on the underside of the guide web S in a slidable manner.

In addition, it is shown from the figures just mentioned that the second guide cam 15 and the third guide cam 20 act on the guide web S and the guide web extension S ′ offset relative to one another in the guide direction. In this case, the third guide cam 20 acts on the guide web S and the guide web extension S ′, offset to the rear relative to the second guide cam 15. The control slide 10 has an upright and longitudinally extending wall, on one side of which one of the sliding cams 23 and a supporting cam 30 projecting laterally outwards from the wall at a distance above the sliding cam 23 are provided. Opposite the external support cam 30, two control links 24, 25 in the form of guide channels open to the side are provided on the wall of the control slide 10, which are spaced apart in the longitudinal direction and in the vertical direction of the control slide 10. The control links 24 and 25 are open in the upward direction. The control link 25 also has an inclined plane as the guide surface of the corresponding guide channel, which rises towards the front relative to the longitudinal direction of the guide rail arrangement 7. The control link 24 extends at least largely in the vertical direction, but has a front guide surface which has a curved deflection. This is shown in detail with reference to FIG. 18.

Around the support bar 6 and thus the movable roof part 2 from its closed position according to FIGS. 6, 9, 12 and 23 and 24 - in which the control cams 17 and 18 according to FIG. 14 are positioned within the control links 24, 25 of the control slide 10 - 7, 10, 15, and 25 and 26 and further in the direction of the open position according to FIGS. 8, 11, 19, and 27 and 28 to shift, the control carriage 10 from its initial position 6 move backwards along the guide rail arrangement 7. This movement is driven by said drive motor, the drive movement required for this purpose being transmitted to the control slide 10 by means of the thread cable. Due to the rearward movement of the control carriage 10, the control cam 18 is shifted along the guide slope of the control link 25 within half of the control link 25 to the front. As a result, the front region 9 of the carrier strip 6 is inevitably set at a slight incline upwards, and the second guide cam 15 and the third guide cam 21 move slightly along the inclined curve guideway of the rail extension 11 and thus along the guide web extension S 'upwards at an angle. The same applies to the first guide cam 21, which is moved slightly obliquely upward within half of the inclined guide channel extension K '. As soon as the two control links 17 and 18 abut against the upwardly extending guide wall of the control links 24 and 25, a further longitudinal movement of the control slide 10 inevitably takes the carrier bar 6 further back, whereby the second guide cam 15 and the third guide cam 21 along of the guide web extension S 'slide upward, disengage from the guide web extension S' and are guided along the guide web S in a slidable manner. The same applies to the first guide cam 21, which, when the control carriage 10 moves further backward, further along the guide channel extension K 'and out of it is forcibly moved into the guide channel K. During the slidable guidance along the guide channel K and the guide web S, the front region 9 of the carrier bar 6 has reached an upper end position. In this end position, the control cam 18 has emerged upward from the control link 25. A further carry-back of the carrier strip 6 now takes place via the front guide wall of the control link 24, as shown in FIG. 22. During this longitudinal movement to the rear, the carrier bar 6 is additionally supported by means of the web guide 19 via the rear opening mechanism 12. The positioning of the control cam 17 within the control link 24 according to FIG. 22 and the sliding guide of the second guide cam 15 on the upper side of the guide web S, the sliding guide of the third guide cam 20 on the underside of the guide web S and the sliding guide of the first guide cam 21 in the guide channel K. no longer changes up to the open position of the carrier strip according to FIGS. 8 and 11.

With a correspondingly reverse drive movement of the control carriage 10 forward, i.e. when the direction of the drive is reversed, the carrier strip is shifted in the direction of the ventilation and / or closed position. However, the carrier strip 6 is only lowered when the first guide cam 21, the second guide cam 15 and the third guide cam 20 have reached the rail extension 11. By sliding the first guide cam 21 in the guide channel extension K ″, the second guide cam 15 and the third guide cam 20 on the guide channel extension S ’in each case obliquely forward and downward, the front control cam 17 inevitably plunges downward into the control link 24. The rear control cam 18 also enters the control link 25 through the upper opening thereof. The movement of the control cams 17 and 18 in the control cushions 24 and 25 as well as the displacement of the guide cams 15, 20 and 21 along the guide channel extension K 'and the guide bar extension S' takes place in a correspondingly reverse manner.

Claims

1. Drive system (5) for a movable roof part (2) of a roof system (1) of a motor vehicle, with a carrier strip (6) which can be fixedly connected to the movable roof part (2), with a control mechanism for actuating a front area (9 ) the support bar (6), with a rear opening mechanism (12), which is operatively connected to the support bar (6) at a distance behind the front region (9) of the support bar (6), and with a guide rail arrangement (7) in which the control mechanism and the rear opening mechanism (12) can be moved, characterized in that at least a first guide cam (21) and a second guide cam (15) are fixedly arranged on the front area (9) of the carrier strip (6) and on different sides protrude transversely from the carrier strip (6) that the guide rail arrangement (7) has at least one first guide track (26) and a second second guide track (27), which is spaced apart in the transverse direction, that the first te guide track (26) is designed as a guide channel (K), between the channel walls (101, 102) of which the first guide cam (21) is slidably held, and that the second guide track (27) is designed as a guide web (S) on which the second guide cam (15) is slidably supported.

2. Drive system (5) according to claim 1, characterized in that the guide web (S) is arranged in the vertical direction below an upper channel wall (101) of the guide channel (K).

3. Drive system (5) according to claim 1 or 2, characterized in that the movable roof part (2) is sloping downwards in the transverse direction, and in that the guide web (S) lies in the transverse direction on the outside and the guide channel (K) in the transverse direction on the inside are arranged horizontally.

4. Drive system (5) according to one of the preceding claims, characterized in that the second guide cam (15) is designed as a double guide cam (104) with two mutually angled sliding surfaces (105, 106), the sliding surfaces (105, 106) depending on one

The shift position of the support bar (6) is alternately supported on the guide web (S) or lifted off from it.

5. Drive system (5) according to one of the preceding claims, characterized in that the carrier strip (6) has a third guide cam (20) which is fixedly arranged on the front region (9) of the carrier strip (6) and on the same side as the second guide cam (15) projects transversely from the carrier strip (6), the third guide cam (20) being supported on a lower side and the second guide cam (15) on a top side of the guide web (S), or vice versa.

6. Drive system (5) according to claim 5, characterized in that the second guide cam (15) and the third guide cam (20) along the guide web (S) offset from one another on the guide web (S).

7. Drive system (5) according to claim 5 or 6, characterized in that the third

Guide cams (20) are designed as double guide cams (107) with sliding surfaces (108, 109) which are angled relative to one another, the sliding surfaces (108, 109) being alternately supported on or by the guide web (S) depending on a position of displacement of the support bar (6) are lifted off.

8. Drive system (5) according to one of the preceding claims, characterized in that the guide rail arrangement (7) on the front side has a rail extension (11) with curve guide tracks, which are assigned to the guide tracks (26, 27) and in each case as an inclined slope for the carrier strip (6) are designed.

9. Drive system (5) according to one of the preceding claims, characterized in that a first curve guide track is designed as a guide channel extension (K ') and at one end merges into the guide channel (K), the guide channel extension (K') having a variable channel width over its channel length having.

10. Drive system (5) according to claim 8 or 9, characterized in that a second curve guide track is designed as a guide web extension (S ') and at one end merges into the guide web (S), the guide web extension (S') having a variable web thickness over its web length having.

11. Drive system (5) according to one of claims 8 to 10, characterized in that the rail extension (11) is integral with a profile rail (103) of the guide rail arrangement (7), the guide channel (K) and the guide web (S) are formed on the profile rail (103).

12. Drive system (5) according to one of the preceding claims, characterized in that the guide rail arrangement (7) has a third guide track (29) in which a control slide (10) of the control mechanism is slidably movable, the guide channel (K) and the Guide web (S) are arranged in the vertical direction above the third guide track (29).

13. Drive system according to claim 12, characterized in that the control slide has a support cam (30) supported on the guide web (S).

14. Roof system (1) for a motor vehicle with at least one drive system (5) according to one of the preceding claims.