Damping system for damping movement of flap of vehicle

Abstract

The invention relates to a damping system for damping movement of a vehicle flap relative to a vehicle body. The damping system comprises: two coupling elements for coupling the damping system to the flap and to the vehicle body, where the two coupling elements are connected to each other so as to be linearly displaceable relative to each other along a longitudinal axis of the damping system; and a spindle gear having a rotating element selected from the group consisting of a threaded spindle aligned along the longitudinal axis and a spindle nut guided on the threaded spindle. The spindle gear is connected to a first of the two coupling elements such that the spindle gear translates translation of the first coupling element relative to the second coupling element along the longitudinal axis into rotation of the rotating element about the longitudinal axis. The damping system includes a damping device and a centrifugal clutch, wherein the centrifugal clutch is configured to connect the rotating element to the damping device for damping rotation of the rotating element when a speed of the rotating element exceeds a switching speed.

Description

Technical Field

[0001] The invention relates to a damping system for damping the movement of a flap of a vehicle relative to the body of the vehicle. The damping system comprises: two coupling elements for coupling the damping system to the flap and the body, wherein the two coupling elements are connected to each other so as to be linearly displaceable relative to each other along the longitudinal axis of the damping system; and a spindle gear having a rotating element selected from a threaded spindle aligned along the longitudinal axis and a spindle nut guided on the threaded spindle. The spindle gear is connected to the first of the two coupling elements so that the spindle gear converts a translation of the first coupling element relative to the second coupling element along the longitudinal axis into a rotation of the rotating element around the longitudinal axis.

[0002] The invention also relates to a vehicle having the damping system and a use of the damping system. Background Art

[0003] It is known to drive a vehicle flap (e.g. a tailgate of a motor vehicle) using a motorized drive attached to one side of the flap (e.g. using a spindle drive). On the other side of the flap, a damping element is usually attached, such as a gas spring with an overflow opening, which damps the movement of the flap. In particular, the damping element is intended to prevent the flap from closing so quickly under its own weight that the flap could cause property damage or personal injury if the drive detaches from the flap or the body or fails.

[0004] A disadvantage of the known damping elements is that they damp the movement of the flap even during normal operation and the drive must therefore be designed to be more robust, consume more energy and wear out faster than without the damping elements.

[0005] Another disadvantage of gas springs as damping elements is the temperature dependence of the spring force of the gas springs. In order for the gas springs to provide sufficient spring force to support the flap even at the lowest temperatures expected during vehicle operation, the gas springs must be designed so that their spring force is higher than the spring force required above the lowest temperature. Therefore, above the lowest temperature, the actuator must apply an increased force to close the flap against the spring force, which in turn increases energy consumption and wear on the actuator. Summary of the invention

[0006] Technical Purpose

[0007] The object of the invention is to allow a safe, economical and low-wear movement of a vehicle flap using simple components.

[0008] Technical Solution

[0009] The invention provides a damping system according to claim 1, which achieves the technical object. The object is also achieved by a vehicle with a damping system according to claim 14 and by the use of a damping system according to claim 15. Advantageous embodiments are the subject of the dependent claims.

[0010] The damping system is configured to damp a movement of a flap of a vehicle relative to a body of the vehicle. The vehicle is, for example, a motor vehicle, in particular a passenger car, a truck or a bus. The flap is, for example, a tailgate, a trunk lid, a hood or a door of the vehicle. The movement is, for example, an opening movement, a closing movement and / or a pivoting movement of the flap.

[0011] The damping system comprises two coupling elements, wherein one coupling element of the two coupling elements is configured to couple the damping system to the flap and a coupling element is coupled to the vehicle body. The coupling element for example comprises at least one ball socket, at least one ball stud, at least one eyelet and / or at least one bolt. The two coupling elements are connected to each other so as to linearly move relative to each other along the longitudinal axis of the damping system. The ability of the coupling element to move relative to each other enables the movement of the flap to be performed when a coupling element is coupled to the flap and a coupling element is coupled to the vehicle body. The movement of the flap causes the coupling element to be displaced relative to each other along the longitudinal axis.

[0012] The damping system comprises a spindle gear having a rotating element, the rotating element being selected from a threaded spindle aligned along the longitudinal axis and a spindle nut guided on the threaded spindle, wherein the spindle gear is connected to a first coupling element of the two coupling elements so that the spindle gear converts a translation of the first coupling element relative to the second coupling element along the longitudinal axis into a rotation of the rotating element about the longitudinal axis. Thus, the movement of the flap relative to the vehicle body causes a rotation of the rotating element, wherein the rotation speed depends on the movement speed of the flap.

[0013] The rotation element is preferably the threaded spindle, so that the spindle nut can be displaced relative to the second coupling element along the longitudinal axis and the threaded spindle can be rotated relative to the second coupling element about the longitudinal axis. A particularly compact damping system transverse to the longitudinal axis is thus achieved. It is also conceivable within the scope of the invention that the spindle nut is provided as a rotation element. In this case, the spindle nut can be made of a plastic material, for example, and this allows a particularly simple and economical construction.

[0014] The conversion of the translation of the first coupling element into the rotation of the rotary element allows the use of a rotary damper connected to the rotary element to damp the translation of the first coupling element. This results in a particularly space-saving advantage of a rotary damper compared to a linear damper.

[0015] The main shaft gear can also cause a torque transmission, which results in the rotary damper connected to the rotating element having to apply a lower damping torque of, for example, 1 Nm in order to effectively damp the movement of the flap, whereas the rotary damper would be directly connected to the axis of rotation of the flap and would have to apply a damping torque of, for example, 50 Nm. This allows the rotary damper to be particularly light, small and economical.

[0016] The damping system includes a damping device and a centrifugal clutch, wherein the centrifugal clutch is configured to connect the rotating element to the damping device for damping the rotation of the rotating element when a speed of the rotating element exceeds a switching speed.

[0017] Beneficial Effects

[0018] The switching speed is preferably selected so that the speed of the rotating element does not exceed the switching speed during normal operation of the flap. Thus, the damping device does not damp the movement of the flap during normal operation, so that the flap can be moved with little application of force. As a result, the motorized drive of the flap has low energy consumption and low wear.

[0019] The switching speed is preferably selected such that when the flap is moved rapidly, the speed of the rotating element exceeds the switching speed, so that this can result in material damage to the vehicle or objects located between the flap and the vehicle body, or in personal injury. Rapid movement of the flap can be caused, for example, by the flap being lowered, because the motor drive has become detached from the flap or from the vehicle body, or by a person slamming the flap closed with too much force.

[0020] When the speed exceeds the switching speed, the damping device damps the movement of the flap.The damping torque of the damping device is preferably selected such that the damping device slows down the movement of the flap to such an extent that there is no longer any risk of property damage or personal injury.

[0021] The damping system thus allows a safe, economical and low-wear movement of the flap using simple components.

[0022] Description of implementation type

[0023] The centrifugal clutch preferably comprises an outer rotor rotatable about a longitudinal axis relative to a second coupling element, and an inner rotor mounted in the outer rotor so as to be rotatable about the longitudinal axis relative to the outer rotor and the second coupling element, wherein a rotating element of the main shaft gear is connected to the inner rotor to transmit the rotation of the rotating element to the inner rotor. The rotating element, in particular the threaded main shaft, may be connected to the inner rotor integrally, directly or indirectly.

[0024] Thus, a translation of the first coupling element relative to the second coupling element along the longitudinal axis by movement of the flap causes the inner rotor to rotate about the longitudinal axis via the mainshaft gear.The arrangement of the inner rotor in the outer rotor results in a particularly compact construction of the centrifugal clutch.

[0025] The inner rotor is, for example, substantially cylindrical in shape and / or is arranged coaxially with the longitudinal axis. The outer rotor is, for example, substantially hollow cylindrical in shape and / or is arranged coaxially with the longitudinal axis.

[0026] The inner rotor preferably comprises at least one connecting element, which is configured to connect the inner rotor to the outer rotor for transmitting the rotation of the inner rotor to the outer rotor when the speed of the rotating element exceeds the switching speed. The connection of the inner rotor to the outer rotor via the connecting element can be friction-fitting and / or form-fitting with respect to the rotation about the longitudinal axis. The connection is established by the centrifugal force acting on the connecting element and increasing with increasing speed, driving the connecting element from the inner rotor to the outer rotor.

[0027] In order to ensure a load on the inner rotor and the outer rotor that is as even as possible, the inner rotor preferably comprises two, three, four, five or more connecting elements, which in particular can be evenly distributed around the longitudinal axis.

[0028] The switching speed can be adjusted, for example, via the static friction holding the connecting element to the inner rotor, via the mass of the connecting element and / or via the spring force of a spring element holding the connecting element to the inner rotor. The static friction can be adjusted, for example, by the material combination of the inner rotor and the connecting element, by a surface coating and / or by a surface structure of the inner rotor and / or the connecting element.

[0029] The damping device is preferably connected to the outer rotor to damp the rotation of the outer rotor. The damping device can be connected to the outer rotor integrally, directly or indirectly. Therefore, when the speed of the rotating element exceeds the switching speed, the rotating element is connected to the damping device via the inner rotor, the connecting element and the outer rotor to damp the rotation of the rotating element, so that the damping device damps the movement of the flap.

[0030] The connecting element is preferably configured to connect the inner rotor to the outer rotor in a form-fitting manner with respect to rotation about the longitudinal axis when the speed of the rotating element exceeds the switching speed. The form-fitting connection results in a particularly reliable transmission of rotation from the inner rotor to the outer rotor and thus a particularly safe damping system.

[0031] The connecting element preferably comprises a displacement element which is mounted radially displaceable relative to the inner rotor about the longitudinal axis. As a displacement element, the connecting element can be designed very simply and can establish a positive connection with the outer rotor in a particularly simple manner.

[0032] The connecting element can include a folding element which can be folded from the inner rotor towards the outer rotor. The folding element has the advantage that, depending on the direction of rotation of the inner rotor, the connection of the inner rotor to the outer rotor can thus be achieved very easily, for example by the folding element interlockingly engaging in a groove in the outer rotor during a rotation of the inner rotor in the blocking direction and sliding out of the groove during a rotation of the inner rotor against the blocking direction.

[0033] The inner surface of the outer rotor facing the inner rotor preferably comprises a groove for partially receiving the connecting element. This allows the connecting element to engage in the groove when the speed of the rotating element exceeds the switching speed, thereby establishing a form-fit connection between the inner rotor and the outer rotor.

[0034] The groove is preferably shaped so that during the rotation of the inner rotor relative to the outer rotor about the longitudinal axis, the connecting element is driven out of the groove in the release direction toward the longitudinal axis. To this end, the groove has, for example, a side aligned obliquely to the radial direction with respect to the longitudinal axis, on which the connecting element can slide out of the groove toward the longitudinal axis. This allows the rotating element to be released from the damping device by moving the flap so that the inner rotor rotates in the release direction after exceeding the switching speed. This allows the damping system to be reset from a damping state in which the rotating element is connected to the damping device to a normal state in which the rotating element is separated from the damping device. After resetting, the flap can be moved again with little resistance.

[0035] The damping system is preferably connected to the flap so that the inner rotor rotates in the release direction when the flap is lifted. Therefore, the damping system can be reset from the damping state to the normal state by lifting the flap.

[0036] The groove of the outer rotor is preferably shaped so that during a rotation of the inner rotor relative to the outer rotor about the longitudinal axis in a blocking direction (preferably opposite to the release direction), the connecting element is blocked in the groove. To this end, the groove has, for example, a side surface aligned in a radial direction with respect to the longitudinal axis, against which the connecting element abuts by rotating in the blocking direction.

[0037] The damping system is preferably connected to the flap so that when the flap is lowered the inner rotor rotates in the blocking direction. This ensures a reliable connection of the rotating element to the damping device when the flap is lowered.

[0038] The centrifugal clutch preferably comprises a spring element, wherein the spring element is configured to separate the rotating element from the damping device when the speed of the rotating element drops below the switching speed. This allows the damping system to automatically reset itself from a damping state in which the rotating element is connected to the damping device to a normal state in which the rotating element is separated from the damping device. After the reset, the flap can be moved again with little resistance. In addition, the switching speed of the damping system can be adjusted via the spring force of the spring element.

[0039] The spring element preferably connects the connecting element to the inner rotor such that the spring element exerts a spring force on the connecting element directed toward the longitudinal axis. This allows the spring element to release the connecting element from the outer rotor when the speed of the rotating element is so low that the spring force of the spring element is greater than the centrifugal force acting on the connecting element.

[0040] The damping system preferably comprises a friction element, wherein the friction element frictionally connects the rotating element to the damping device for damping the rotation of the rotating element independently of the speed of the rotating element. The friction element gives the damping system the additional function of a speed-independent friction brake for the movement of the flap. This allows to dispense with a separate brake or a brake integrated into the flap drive.

[0041] The friction element preferably comprises a tolerance ring, wherein the tolerance ring frictionally connects the inner rotor of the centrifugal clutch to the outer rotor and is preferably arranged coaxially between the inner rotor and the outer rotor.This design results in a particularly simple and compact construction of the damping system.

[0042] The damping means preferably comprises a fluid rotary damper.A fluid rotary damper is compact and provides a high and precisely defined damping torque to damp the movement of the flap.

[0043] The damping device preferably comprises a friction surface and a mating friction surface, the friction surface being fastened to the outer rotor, the mating friction surface being fastened to the second coupling element of the damping system, wherein the friction surface interacts with the mating friction surface in a frictional engagement. When the speed of the rotating element exceeds the switching speed, the outer rotor rotates together with the rotating element relative to the second coupling element about the longitudinal axis. Thus, the friction forces between the friction surface and the mating friction surface damp the movement of the flap, wherein the damping system is designed to be very simple.

[0044] The friction surface comprises, for example, an outer surface of the outer rotor facing away from the longitudinal axis.The mating friction surface comprises, for example, an inner surface facing toward the longitudinal axis of a housing of the damping system fastened to the second coupling element.

[0045] The invention relates to a vehicle comprising: a body; a flap, which is movable relative to the body; and a damping system according to the invention, wherein one of the two coupling elements of the damping system is coupled to the flap and one coupling element is coupled to the body. This allows the damping system to advantageously damp the movement of the flap, as described above.

[0046] The invention relates to the use of a damping system according to the invention for damping the movement of a flap of a vehicle relative to the body of the vehicle, wherein one of the two coupling elements of the damping system is coupled to the flap and one coupling element is coupled to the body. This allows the damping system to advantageously damp the movement of the flap, as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Other advantages, purposes and characteristics of the present invention are explained with reference to the following description and the accompanying drawings, in which exemplary embodiments according to the present invention are shown. Identical or similar or similar parts have the same reference numerals. The drawings, the description and the claims contain many combinations of features. Those skilled in the art will also advantageously consider these features individually and combine them into other advantageous combinations. Therefore, single or multiple exemplary embodiments can be advantageously combined with each other.

[0048] Figure 1 A schematic longitudinal section through a damping system according to the invention is shown.

[0049] Figure 2A and Figure 2B A schematic diagram showing a centrifugal clutch and a damping device of a damping system according to the present invention.

[0050] Figure 3A and Figure 3B A schematic diagram showing a centrifugal clutch of a damping system according to the present invention is shown.

[0051] Figure 4A and Figure 4B Schematic diagram showing a centrifugal clutch of a damping system according to the present invention at different speeds.

[0052] Figure 5A and Figure 5B A partial longitudinal section through an alternative exemplary embodiment of a damping system according to the invention is shown. DETAILED DESCRIPTION

[0053] Figure 1

[0054] Figure 1 A schematic longitudinal section along the longitudinal axis LA of a damping system 100 according to the invention for damping a movement of a flap of a vehicle relative to a body of the vehicle is shown.

[0055] The damping system 100 shown comprises two coupling elements 110, 120, which are designed, for example, as ball and sockets, for coupling the damping system 100 to a flap and a vehicle body, wherein the two coupling elements 110, 120 are connected to one another so as to be linearly displaceable relative to one another along a longitudinal axis LA of the damping system 100. If the damping system 100 is coupled to a flap and a vehicle body, a movement of the flap relative to the vehicle body thus results in a change in the length of the damping system 100.

[0056] The damping system 100 shown comprises a spindle gear 130 with a rotating element, which is designed, for example, as a threaded spindle 131 aligned along the longitudinal axis LA, on which a spindle nut 132 is guided. The spindle gear 130 is connected to the first of the two coupling elements 110, so that the spindle gear 130 converts a translation of the first coupling element 110, for example, fastened to the spindle nut 132, relative to the second coupling element 120 along the longitudinal axis LA into a rotation of the rotating element (for example the threaded spindle 131) around the longitudinal axis LA. When the flap of the vehicle moves relative to the body of the vehicle, the rotating element is thus set in rotation, wherein the speed of the rotating element depends on the movement speed of the flap.

[0057] The damping system 100 shown comprises a damping device 150 and a centrifugal clutch 140, wherein the centrifugal clutch 140 is configured to connect a rotating element to the damping device (150) for damping the rotation of the rotating element when the speed of the rotating element (e.g., the threaded spindle 131) exceeds the switching speed. Thus, when the movement speed of the flap exceeds the switching speed, the damping device 150 damps the movement of the flap of the vehicle relative to the body of the vehicle. The damping device 150 comprises, for example, a fluid rotary damper.

[0058] The damping device 150 and the centrifugal clutch 140 are for example accommodated in a housing 170, in particular in a housing tube. For example, a base piece 230 is attached to a free end of the housing 170 about the longitudinal axis LA, to which free end the second coupling element 120 is fastened.

[0059] The spindle gear 130 is housed, for example, in a sleeve 233. The end of the threaded spindle 131 facing the second coupling element 120 is connected, for example, to a centrifugal clutch 140. The external thread of the threaded spindle 131 is threadedly engaged with the internal thread of the spindle nut 132, so that a translation of the spindle nut 132 along the longitudinal axis LA can be converted into a rotational movement of the threaded spindle 131 around the longitudinal axis LA.

[0060] The spindle nut 132 is connected, for example, to a guide tube 240, to the free end of which the first coupling element 110 is fastened. For example, a guide disc 244 is arranged at the end of the threaded spindle 131 facing away from the second coupling element 120 and engages with the inner surface of the guide tube 240. The guide tube 240 is surrounded, for example, by a helical spring 246, which counteracts changes in the length of the damping system 100 along the longitudinal axis LA compared to the rest length of the damping system 100. In order to protect the helical spring 246 from external influences, it is surrounded, for example, by a protective tube 248, which is also connected to the free end of the guide tube 240.

[0061] Figure 2A and Figure 2B

[0062] Figure 2A and Figure 2B In perspective ( Figure 2A ) and side view ( Figure 2B ) shows a schematic diagram of a centrifugal clutch 140 and a damping device 150 of a damping system 100 according to the present invention. The side view has exemplary dimensions in mm.

[0063] Figure 3A and Figure 3B

[0064] Figure 3A and Figure 3B In side view ( Figure 3A ) and a cross section along the longitudinal axis LA of the damping system 100 ( Figure 3B ) shows a schematic diagram of a centrifugal clutch 140 of a damping system 100 according to the present invention.

[0065] The centrifugal clutch 140 shown includes an outer rotor 141 rotatable about a longitudinal axis LA relative to a housing 170 of the damping system 100 and an inner rotor 142 rotatably mounted in the outer rotor 141 about the longitudinal axis LA relative to the outer rotor 141 and the second housing 170 .

[0066] The rotating element of the main shaft gear 130 (e.g., the threaded main shaft 131 of the main shaft gear 130) can be connected to the inner rotor 142 to transmit the rotation of the rotating element to the inner rotor 142. For the connection, the inner rotor 142 has, for example, an inner connecting element 147, specifically a receiving opening for a hexagonal protrusion. In the damping system 100 according to the present invention, the inner connecting element 147 is connected to the threaded main shaft 131 of the main shaft gear 130, for example.

[0067] The inner rotor 142 includes a connecting element 143 configured to connect the inner rotor 142 to the outer rotor 141 for transmitting the rotation of the inner rotor to the outer rotor 141 when the speed of the rotating element exceeds the switching speed.

[0068] The connecting element 143 is configured to connect the inner rotor 142 to the outer rotor 141 in a form-fitting manner with respect to a rotation about the longitudinal axis LA, for example when the speed of the rotating elements exceeds a switching speed.

[0069] The connecting element 143 comprises, for example, a displacement element which is mounted to be radially displaceable relative to the inner rotor 142 about the longitudinal axis LA. An inner surface 145 of the outer rotor 141 facing the inner rotor 142 comprises, for example, a groove 146 for partially receiving the connecting element 143. Thus, when the speed of the rotating elements exceeds the switching speed, the centrifugal force caused by the rotation of the inner rotor 142 can drive the connecting element 143 radially out of the inner rotor 142 toward the longitudinal axis LA, so that the connecting element 143 engages in the groove 146, thereby connecting the inner rotor 142 to the outer rotor 141 in a form-fitting manner relative to the rotation about the longitudinal axis LA.

[0070] The damping device 150 can be connected to the outer rotor 141 to damp the rotation of the outer rotor 141. For the connection, the outer rotor 141 has, for example, an outer connection element 148, specifically a hexagonal protrusion. In the damping system 100 according to the present invention, the outer connection element 148 is connected, for example, to a fluid rotary damper. Therefore, when the speed of the rotary element exceeds the switching speed, the fluid rotary damper can damp the rotation of the inner rotor 142 and the associated rotary element (e.g., the threaded spindle 131).

[0071] Alternatively or in addition to the fluid rotary damper, the damping device 150 may include a friction surface 152 and a mating friction surface 153, the friction surface being fastened to the outer rotor 141, such as the outer surface of the outer rotor, and the mating friction surface being fastened to the housing 170 of the damping system 100, such as the inner surface of the housing 170, wherein the friction surface 152 interacts with the mating friction surface 153 in a frictionally engaged manner. Thus, when the speed of the rotating element exceeds the switching speed, the friction surface 152 and the mating friction surface 153 can damp the rotation of the inner rotor 142 and the associated rotating element (e.g., the threaded spindle 131).

[0072] The damping system 100 may include a friction element that frictionally connects the rotating element to the damping device 150 for damping the rotation of the rotating element independently of the speed of the rotating element. This damps the movement of the flap of the vehicle relative to the body of the vehicle independently of the speed, so that additional brakes can be omitted. The friction element may include a tolerance ring arranged between the inner rotor 142 and the outer rotor 141, which frictionally connects the inner rotor 142 to the outer rotor 141.

[0073] Figure 4A and Figure 4B

[0074] Figure 4A and Figure 4B The centrifugal clutch 140 of the damping system 100 according to the present invention is shown in FIG. Figure 4A ) and when the speed of the rotating element is higher than the switching speed ( Figure 4B ) below.

[0075] At a speed below the switching speed, the connecting element 143 is completely located in the inner rotor 142, so that the inner rotor 142 can rotate freely in the outer rotor 141 ( Figure 4A ). Therefore, the rotating element connected to the inner rotor 142 is not coupled to the damping device 150 connected to the outer rotor 141, so that the rotation of the rotating element is not damped by the damping device 150. Therefore, the slow movement of the flap of the vehicle relative to the body of the vehicle is not damped by the damping system.

[0076] At speeds above the switching speed, the connecting element 143 is partially driven out of the inner rotor 142 by centrifugal force and interlockingly engages in the groove 146 of the outer rotor 141 ( Figure 4B ). Thus, the inner rotor 142 is coupled to the outer rotor 141 in a form-fitting manner, so that a rotation of the rotating element is damped by the damping device 150. Thus, a rapid movement of the flap of the vehicle relative to the body of the vehicle is damped by the damping system.

[0077] Figure 5A and Figure 5B

[0078] exist Figure 5A and Figure 5B An alternative embodiment of the invention shown in FIG. 1 provides a spindle gear 130 having a spindle nut 132 as a rotating element. In this case, the threaded spindle 131 is designed to be axially displaceable and non-rotatable and is directly or indirectly connected to the first coupling element 110. Figure 5A and Figure 5B It can be seen that the coupling element 110 can be connected to one end of a threaded spindle 131, for example by means of a threaded connection. The translation of the coupling element 110 and the threaded spindle 131 connected thereto is converted into a rotation of a spindle nut 132, which is designed here as a rotating element, for example, which can be made of plastic material. Figure 5A and Figure 5B It can be seen that the spindle nut 132 has a threaded portion 133 which is threadedly engaged with the threaded spindle 131 and a sleeve portion 134 which extends from the threaded portion 133 and in the direction of the damping device.

[0079] The spindle nut 132 is mounted, for example, in a sleeve 250, which serves as a housing and can be connected sealingly to the second coupling element 120. In the exemplary embodiment shown, a sleeve 233 surrounds the helical spring 246, the centrifugal clutch 140 and the damping device 150, is fastened to the threaded spindle 131 in the region of the first coupling element 110 and is guided axially movably on the sleeve 250 in the region of the centrifugal clutch 140 and the damping device 150. The ends of the helical spring 246 can be supported on the sleeve 233 and the sleeve 250. However, the sleeve 233 can also be omitted, wherein a supporting element, for example in the form of a disk, must be provided in the region of the first coupling element 110.

[0080] One embodiment (not shown) provides a two-piece sleeve having a spring sleeve and a tube element axially movable relative to the spring sleeve, which is guided on the outside of the spring sleeve and sealingly fastened to the sleeve 250. A sealing element, for example in the form of an O-ring, can be provided on the spring sleeve, which allows sealing with the tube element.

[0081] The spindle nut 132 as a rotating element can be connected to the inner rotor 142 of the above-mentioned centrifugal clutch 140 so as to transmit the rotation of the rotating element to the inner rotor. The inner rotor 142 has a suitable connecting element for connecting to the sleeve portion 134 of the spindle nut 132. The resulting advantage is the overall simple and economical construction of the damping system 100.

Claims

1. A damping system (100) for damping movement of a flap of a vehicle relative to a body of the vehicle, the damping system (100) comprising: a. two coupling elements (110, 120) for coupling the damping system (100) to the flap and to the vehicle body, wherein the two coupling elements (110, 120) are connected to each other so as to be linearly displaceable relative to each other along a longitudinal axis (LA) of the damping system (100), and b. a spindle gear (130) having a rotation element selected from a threaded spindle (131) aligned along the longitudinal axis (LA) and a spindle nut (132) guided on the threaded spindle (131), wherein the spindle gear (130) is connected to a first coupling element of the two coupling elements (110) such that the spindle gear (130) converts a translation of the first coupling element (110) relative to the second coupling element (120) along the longitudinal axis (LA) into a rotation of the rotation element about the longitudinal axis (LA); Characterized in that the damping system (100) comprises: c. a damping device (150), and d. A centrifugal clutch (140), wherein the centrifugal clutch (140) is configured to connect the rotating element to the damping device (150) for damping the rotation of the rotating element when the speed of the rotating element exceeds a switching speed.

2. The damping system (100) according to claim 1, The centrifugal clutch (140) comprises an outer rotor (141) and an inner rotor (142), wherein the outer rotor is rotatable relative to the second coupling element (120) about the longitudinal axis (LA), and the inner rotor is rotatably mounted in the outer rotor (141) relative to the outer rotor (141) and the second coupling element (120) about the longitudinal axis (LA). a. wherein the rotating element of the main shaft gear (130) is connected to the inner rotor (142) to transmit the rotation of the rotating element to the inner rotor (142), and b. wherein the inner rotor (142) comprises a connecting element (143) configured to connect the inner rotor (142) to the outer rotor (141) for transmitting the rotation of the inner rotor to the outer rotor (141) when the speed of the rotating element exceeds the switching speed; and c. wherein the damping device (150) for damping the rotation of the outer rotor (141) is connected to the outer rotor (141).

3. The damping system (100) according to claim 2, The connecting element (143) is configured to connect the inner rotor (142) to the outer rotor (141) in a form-fitting manner with respect to rotation about the longitudinal axis (LA) when the speed of the rotating element exceeds the switching speed.

4. The damping system (100) according to claim 2 or 3, The connecting element (143) comprises a displacement element which is mounted so as to be radially displaceable relative to the inner rotor (142) about the longitudinal axis (LA).

5. The damping system (100) according to any one of claims 2 to 4, The inner surface (145) of the outer rotor (141) facing the inner rotor (142) comprises a groove (146) for partially receiving the connecting element (143).

6. The damping system (100) according to claim 5, The groove (146) is shaped such that during a rotation of the inner rotor (142) relative to the outer rotor (141) about the longitudinal axis (LA), the connecting element (143) is driven out of the groove (146) in a release direction towards the longitudinal axis (LA).

7. The damping system (100) according to claim 5 or 6, The groove (146) is shaped such that the connecting element (143) is blocked in the groove (146) during a rotation of the inner rotor (142) relative to the outer rotor (141) about the longitudinal axis (LA) in a blocking direction.

8. The damping system (100) according to any one of claims 1 to 7, The centrifugal clutch (140) comprises a spring element, wherein the spring element is configured to separate the rotating element from the damping device (150) when the speed of the rotating element drops below the switching speed.

9. The damping system (100) according to any one of claims 2 to 7 and according to claim 8, wherein the spring element connects the connecting element (143) to the inner rotor (142) such that the spring element exerts a spring force on the connecting element (143) directed towards the longitudinal axis (LA).

10. The damping system (100) according to any one of claims 1 to 9, The damping system (100) comprises a friction element (160), wherein the friction element (160) frictionally connects the rotating element to the damping device (150) for damping the rotation of the rotating element independently of the speed of the rotating element.

11. The damping system (100) according to any one of claims 2 to 7 and according to claim 10, wherein the friction element (160) comprises a tolerance ring, wherein the tolerance ring frictionally connects the inner rotor (142) to the outer rotor (141).

12. The damping system (100) according to any one of claims 1 to 11, The damping device (150) comprises a fluid rotation damper (151).

13. The damping system (100) according to any one of claims 2 to 12, The damping device (150) comprises a friction surface (152) and a mating friction surface (153), wherein the friction surface is fastened to the outer rotor (141) and the mating friction surface is fastened to the second coupling element (120) of the damping system (100), wherein the friction surface (152) interacts with the mating friction surface (153) in a frictionally engaged manner.

14. A vehicle, comprising: a. Car body, b. a flap, said flap being movable relative to said vehicle body, and c. The damping system (100) according to any one of claims 1 to 13, wherein one of the two coupling elements (110, 120) of the damping system (100) is coupled to the flap and one coupling element is coupled to the vehicle body.

15. Use of a damping system (100) according to any one of claims 1 to 13 for damping the movement of a flap of a vehicle relative to a body of the vehicle, wherein one of the two connecting elements (110, 120) of the damping system (100) is connected to the flap and one connecting element is connected to the body.

Images