Striker decoupling for a locking mechanism of a vehicle flap and locking system

Abstract

Striker decoupling device (1) for a closing mechanism of a vehicle flap that can be opened by means of a hinge, in particular a tailgate, wherein the striker decoupling device (1) can be fastened to a vehicle body or to an end of the vehicle flap opposite the hinge and has a striker (2), wherein the striker decoupling device (1) also has a decoupling arrangement (3) comprising a first base body (4), a second base body (5), and a vibration-damping elastomer body (6), wherein the elastomer body (6) has a base surface (7), and wherein the elastomer body (6) is received in a gap (8) formed between the first base body (4) and the second base body (5), wherein the base surface (7) of the elastomer body (6) extends, in the closed state of the vehicle flap, at an angle α of 60° to 120° with respect to a direction of the tensile load (9) acting on the striker (2),wherein the first base body (4) has a first supporting surface (10) and wherein the second base body (5) has a second supporting surface (11), and the first supporting surface (10), the base surface (7) of the elastomer body (6), and the second supporting surface (11) are each bent at two opposite ends substantially perpendicular to a respective wing section (12), characterized in that the first base body (4) has an outer arm (13) on each of its wing sections (12) and that the second base body (5) has an inner arm (14) on each of its wing sections (12), wherein the outer arms (13) and the inner arms (14) extend substantially perpendicular to the direction of the tensile load (9).

Description

Technical FieldThe invention relates to a striker decoupling for a locking mechanism of a vehicle flap which can be opened by means of a hinge. According to a further aspect, the invention relates to a locking system for a tailgate of a vehicle, in particular of a passenger car, which tailgate is fastened to a body in a foldable manner via a hinge, having the striker decoupling according to the invention.In the interior of motor vehicles, in particular of wagons ("wagons"), it can occur, by merely exciting the roadway or by driving with open windows, that the air in the interior of the vehicle is excited to oscillations, which in turn can lead to an increase in the sound level. The vibrational excitation may also be perceived by vehicle occupants as unpleasant pressure on the ears. The generation of noise is frequently also referred to as "swummering" and occurs in particular in the case of combi.Prior ArtIn order to counteract the above-described jamb, various solutions are known from the prior art in which the striker of the respective tailgate closure system is decoupled from the body or from the tailgate in a damping manner (depending on whether the striker is fixed to the body or to the tailgate). Decoupling the striker provides vibration isolation ("decoupling") of the tailgate, thereby reducing the noise that is magnified.Common tailgate closure systems include a retaining eye and a striker. In the closed position of the tailgate, an elastic tensile load acts on the striker in the lateral direction by the retaining eye. In order to ensure effective decoupling, the retaining lugs or the strikers must be decoupled in a specific frequency range. Moreover, a certain spring force is required in order to keep the striker and retaining eyelet under tension. This spring force is also referred to as tension. It must be counteracted when closing the tailgate, i.e. the flap must be closed with a certain force or speed. As a result, the seals and stop buffers of the tailgate locking system are compressed for a short time, as a result of which the striker can engage in the retaining eye of the lock. The springback of the seal and the stop buffer eventually pulls the decoupled striker into its coordinated working range.Corresponding solutions are known, for example, from DE 100 44 137 A1 and DE 100 62 500 A1. There, an elastomer is provided in each case for decoupling purposes, which extends parallel to the boot floor or to the sheet metal of the tailgate and on which a shear stress thus acts when the vehicle flap is closed and the retaining eye is snapped in with the striker connected thereto. In order to take this shear stress into account, the elastomer must have a corresponding thickness, as a result of which the striker is strongly applied, which in turn leads to a limitation of the available installation space. In addition, the permanent compressive and compressive loads have a negative effect on the service life, linearity and rigidity characteristic of the elastomer and thus on the service life of the entire decoupling arrangement and on the closing comfort of the associated vehicle flap. Finally, the known solution has similar stiffnesses of the elastomers in the X and Y directions, which makes it difficult to center them in the Y direction.Further solutions for decoupling the strikers are known, for example, from DE 10 2021 101 888 A1, U.S. Pat. No. 4,470,626 A, DE 10 2016 225 480 A1, DE 10 2019 102 393 A1, DE 20 2014 004 125 U1 and DE 195 24 160 C1.The object of the invention is therefore to eliminate the disadvantages in the prior art and to provide a striker decoupling which enables a minimization of the load on the elastomer used with simultaneous optimization of the use of installation space.General DescriptionMain features of the invention are set out in claims 1 and 8. Embodiments are the subject matter of claims 2 to 7.According to the invention, the object is achieved by a striker decoupling for a closing mechanism of a vehicle flap which can be opened by means of a hinge, in particular a tailgate, wherein the striker decoupling can be fastened to the vehicle body or to an end of the vehicle flap which is opposite the hinge and has a striker, wherein the striker decoupling additionally has a decoupling arrangement which comprises a first main body, a second main body and a vibration-absorbing elastomer body, wherein the elastomer body comprises a base area and wherein the elastomer body is accommodated in a gap formed between the first main body and the second main body. The striker decoupling is primarily characterized in that the base surface of the elastomer body extends at an angle α of 60° to 120° in the closed state of the vehicle flap and with respect to a direction of the tensile load acting on the striker. This is therefore to be understood as meaning that angle which is formed between a horizontal plane and the base surface of the elastomer body. Thus, a perpendicular arrangement of the base surface of the elastomer body to the horizontal plane (i.e. to the plane in which the direction of the tensile load on the striker runs) would correspond to an angle α of 90°. It is further provided that the first base body has a first support surface and that the second base body has a second support surface, wherein the first support surface, the base surface of the elastomer body and the second support surface are each bent at two opposite ends substantially at right angles to a wing section each. Finally, the striker decoupling is characterized in that the first base body has an outer arm on each of its wing sections and that the second base body has an inner arm on each of its wing sections, wherein the outer arms and the inner arms extend substantially perpendicular to the direction of the tensile load.With the aid of such a striker decoupling, the striker can be decoupled from the body of the vehicle in a simple manner and with saving installation space and material. The spatial arrangement of the elastomer body, which can also be referred to as rubber or rubber track, is particularly advantageous. With respect to the spatial plane in which (when the tailgate is closed) the direction of the tensile load acting on the striker lies, it is provided that the elastomer body is arranged at an angle α of 60° to 120°, in particular substantially vertically or vertically. In other words: When the tailgate is closed, the elastomer body, also referred to as a push track or occasionally also as a rubber track, is arranged vertically with respect to the trunk floor or the sheet metal of the tailgate. In this way, an essentially linear spring characteristic can be achieved, which in turn leads to increased closing comfort of the vehicle flap and to better decoupling of the vehicle flap. The elastomer body can now be selected with regard to material, thickness and frequency range such that the associated striker decoupling brings about optimum noise insulation in the interior of the vehicle without having to take care of the installation space available to the extent that would be the case with conventional solutions. Finally, the concept according to the invention requires a smaller installation space. In addition, with the arrangement according to the invention, a particularly long service life of the striker decoupling can be ensured.At the same time, the alignment according to the invention of the base surface of the elastomer body (in relation to the direction of the tensile load acting on the striker) makes it possible to obtain low stiffnesses in an X direction and this while simultaneously saving installation space. The X direction is understood to be the direction which, when the vehicle is in the closed state, corresponds to the direction of the tensile load which acts on the striker of the closing mechanism. The X direction runs substantially in the horizontal plane, wherein "horizontal" here refers to the orientation of the vehicle. In general, the term "horizontal" refers to the plane in which the longitudinal orientation of the vehicle lies. In addition, a Y direction is defined which runs perpendicular to the X direction and which likewise lies in the horizontal plane. Finally, a Z-direction is the direction which runs perpendicular to the X- and Y-directions and which thus lies in the vertical plane (the vertical plane consequently runs perpendicular to the horizontal plane).Accordingly, the striker decoupling according to the invention can be described in such a way that the push track, i.e. the base surface of the elastomer body, in the closed state of the vehicle flap preferably extends in the Y and Z direction (vertical), whereas the tensile stress extends in the X direction (horizontal). The substantially vertical alignment of the base surface of the elastomer body can also be described here as being perpendicular to the direction of tension. This configuration has the consequence that the stiffness of the elastomer body in the X direction can be configured to be lower (softer) than in the case of an elastomer body which extends horizontally. At the same time, the configuration according to the invention makes it possible to use a relatively thinner elastomer body than is customary, for example, in the prior art. The elastomer body of thin design in turn has the advantage that the stiffnesses of the elastomer body in the Y direction and Z direction are high (stiff).Because no lateral shear stress acts on the elastomer body, it can be made thinner than in the prior art. This advantageous effect leads, in addition to saving material, to an overall smaller overall size, as a result of which the installation space available can be better utilized. The fact that the stiffness of the striker decoupling is low in the X direction, but the stiffness is high in the Y direction and in the Z direction also has the consequence that good guidance of the tailgate can be ensured with a single elastomer body. At the same time, the striker decoupling according to the invention enables a particularly space-saving configuration of the elastomer body and thus of the entire striker decoupling, and the same with a simultaneous reduction of the disruptive, addicing noises in the interior of the vehicle. In addition, with the striker decoupling according to the invention, tilting of the striker in or against the direction of tension can be effectively avoided, which results in an increase in the service life of the striker decoupling.It is not absolutely necessary here for the thrust track to extend absolutely vertically or perpendicularly to the horizontal plane-that is to say at an angle of 90° to the direction of the tensile load. The advantages according to the invention result easily from alignments of the thrust track which approach the vertical. For the purposes of this disclosure, approaching the vertical is to be understood as meaning all alignments of the elastomer body in which the base surface of the elastomer body forms an angle α of 60° to 120° with respect to the horizontal plane of the vehicle.The striker can be, for example, a bolt bent over in a U-shape. However, it is also conceivable for the striker to have a stepped offset, so that the bent end of the striker does not lie in alignment with the feet of the striker.The base bodies serve primarily to fasten the striker decoupling to the carrier structure. Moreover, they provide stability to the entire assembly. For this purpose, the base bodies can comprise a metallic material, for example sheet metal. Accordingly, the first base body can also be referred to as a base plate and the second base body as a striker plate. However, other materials which have a similar hardness to metal are also conceivable. The wing sections additionally stabilize the arrangement in the Y direction. It is provided here that the first base body, the second base body and the elastomer body have substantially the same basic shape, wherein the first base body is formed on a larger scale than the second base body. Advantageously, the first base body can encompass or enclose the second base body forming a gap. The first base body is thus located on the outside relative to the second base body and the second base body is located on the inside relative to the first base body. Thus, the elastomer body can be accommodated with an exact fit in the gap between the first base body and the second base body. The elastomer body can advantageously be fixed between the two base bodies by vulcanization and / or by adhesive bonding.Along their load-bearing surfaces, the first and the second base body can have holes or bores. The base surface of the elastomer can likewise have holes or bores. The holes or bores of the base bodies and of the elastomer body can be brought more advantageously into alignment with one another if the elastomer body is arranged between the two base bodies. This makes it possible to attach the arrangement to the provided support structure, i.e. the body or tailgate of the vehicle, for example by screwing, in particular using shoulder screws. The use of shoulder screws serves primarily as a break safety device in the event of overload.Furthermore, the decoupling arrangement (comprising the first base body, the elastomer body and the second base body) can have at least one hole for fastening the striker, wherein the decoupling arrangement has in particular two such fastening holes. According to a preferred embodiment, the hole or holes for fastening the striker to the decoupling arrangement are only let into the second base body. Nevertheless, the elastomer body can have one or more recesses into which the feet of the striker can be inserted. Fixing the feet to the elastomer body is, however, not preferred. According to a further advantageous embodiment, the support surface of the second base body comprises for this purpose a protruding portion as a projection, in which at least one of the receiving holes for the striker is let in. It can be provided here that neither the first base body nor the elastomer body have a comparable section or projection.The ends of the base bodies and of the elastomer body bent over to lateral wings serve primarily to increase the rigidity of the decoupling arrangement along the Y direction (in the closed state). This increases the stability of the striker decoupling overall, which contributes to a reliable reduction of the summating noises in the interior of the vehicle. The wing sections can also be substantially designed as triangular structures, which taper in a direction facing away from the arms of the base bodies. This allows material to be saved without losing stability at important points.The outer arms and the inner arms extend substantially perpendicular to the direction of the tensile load. According to a preferred embodiment, it is provided that the respective one outer arm forms a respective pair of arms with a respective adjacent inner arm, wherein a respective free gap is formed between the outer arm and the inner arm of a respective pair of arms. It is also conceivable for the outer arm and the inner arm of a pair of arms to be connected to one another via a respective elastomer element in a vibration-damping or damping manner. According to a further development, it is provided that the outer arm, the inner arm and the elastomer element of each arm pair have a common through-opening, wherein it can be provided in particular that the striker decoupling has an axle element which is arranged between the arm pairs and which is preferably designed as a pin or pin. For this purpose, one end of the axle element can advantageously be accommodated in a through opening of one of the arm pairs in each case, wherein the elastomer element connects the arm pairs to the axle element in a vibration-damping manner. The arm pairs and the axle element accommodated between the arm pairs serve primarily as additional stabilization of the striker decoupling in the Y direction and Z direction. Moreover, they significantly increase the stiffness in the Z direction. The elastomer elements, which are arranged at the wing-removed ends of the arm pairs and can be formed, for example, as caps, which are applied to the arm pairs, serve as spacers in order to obtain the gap, which is formed in each case between an outer arm and an inner arm. This prevents unwanted oscillations of the arms relative to each other. On the other hand, they prevent the metal parts of the arms and the axle from "rattling" with one another. In addition, the elastomer elements ensure additional decoupling of the striker decoupling, especially in the Y direction.According to a further aspect, the invention relates to a locking system for a tailgate of a vehicle, in particular of a car, which tailgate is fastened to a body such that it can be opened via a hinge, comprising a striker decoupling as described above, wherein the striker decoupling can be fastened to an end of the vehicle tailgate opposite the hinge, and wherein the locking system additionally comprises a retaining eye which is fastened to the body. The retaining eye together with the striker of the striker decoupling forms a closing mechanism, for example a snap-fit closure, in which the retaining eye snaps into place with the striker when the vehicle flap is closed.FIGS. FiguresFurther features, details and advantages of the invention are evident from the wording of the claims and from the following description of exemplary embodiments on the basis of the drawings. The following are shown: FIG. 1 shows a schematic illustration of a striker decoupling according to the invention according to a preferred embodiment; FIG. 2 shows a schematic illustration of an exploded drawing of a striker decoupling according to a preferred embodiment; FIG. 3 shows a schematic illustration of a first cross section through the striker decoupling according to the invention; FIG. 4 shows a schematic illustration of a second cross section through the striker decoupling according to the invention; FIG. 5 shows a schematic illustration of a third cross section through the striker decoupling according to the invention; FIG. 6 shows a schematic illustration of a fourth cross section through the striker decoupling according to the invention;FIG. 1 shows a schematic illustration of a striker decoupling 1 according to the invention in accordance with a preferred embodiment. FIG. 2 shows a schematic illustration of an exploded drawing of the same striker decoupling 1. the striker decoupling 1 shown by way of example in FIGS. 1 and 2 comprises a decoupling arrangement 3 and a striker 2 fastened to the decoupling arrangement 3. As shown in FIGS. 1 and 2, the striker 2 may be a u-shaped bent bolt comprising a bent end 20 and two feet 21, the feet 21 being received in the decoupling arrangement 3.The decoupling arrangement 3 is substantially constructed from three components, namely from an outer first base body 4, an inner second base body 5 and an elastomer body 6. The elastomer body 6 and the two base bodies 4, 5 each comprise at least one flat section which is referred to as base surface 7 in the elastomer body 6 and as first support surface 10 and second support surface 11 in the base bodies 4, 5. The elastomer body 6 is preferably fastened to the load-bearing surfaces 10, 11 of the base bodies 4, 5 via both sides of its base surface 7, for example by vulcanization or adhesive bonding, so that the decoupling arrangement 3 is constructed from three layers: an outer load-bearing layer (first base body 4), an inner load-bearing layer (second base body 5) and a rubber layer (elastomer body 6) arranged therebetween. The two base bodies 4, 5 are preferably made of a hard and at the same time lightweight material, for example of sheet metal.As shown in FIGS. 1 and 2, the rubber layer, i.e. the base surface 7 of the elastomer body 6, extends substantially vertically to the direction of the tensile load 9, which acts on the striker 2 when the tailgate is in the closed state. The direction of the tensile load 9 corresponds to the X direction in FIGS. 1 and 2. In the example according to FIGS. 1 and 2, the angle α of the base surface 7 of the elastomer body 6 relative to the direction of the tensile load 9 acting on the striker 2 is therefore substantially 90°.By implementing the decoupling via an elastomer body 6 configured in this way (thrust track), a characteristic curve of the elastomer body 6 that is as linear as possible is achieved, which in turn leads to increased closing comfort. The elastomer body 6 can now be selected such that the associated striker decoupling 2 brings about optimum noise insulation in the interior of the vehicle. At the same time, the available installation space can be exploited as well as possible. In addition, the arrangement according to the invention ensures a particularly long service life of the striker decoupling 2.Because no lateral shear stress acts on the elastomer body 6, it can be made thinner than in the prior art. This advantageous effect leads, in addition to savings in material, to an overall smaller overall size, as a result of which the available installation space can be better utilized. The fact that the rigidity of the striker decoupling 2 is low in the X direction, but the rigidity is high in the Y direction and in the Z direction also has the consequence that good guidance of the tailgate can be ensured with a single elastomer body 6.Along their load-bearing surfaces 10, 11, the first and the second base body 4, 5 can have holes or bores 24. The base surface 7 of the elastomer 6 can likewise have bores 24. As shown in FIGS. 1 and 2, the bores 24 of the base bodies 4, 5 and of the elastomer body 6 can be brought into alignment with one another when the elastomer body 6 is arranged between the two base bodies 4, 5. This makes it possible to attach the arrangement 3 to the provided support structure, i.e. to the body or to the tailgate of a vehicle, for example by screwing, in particular using shoulder screws 22.The embodiment of the striker decoupling 2 according to the invention shown by way of example in FIGS. 1 and 2 has ends bent over to form leaf portions 12 on the two base bodies 4, 5 and on the elastomer body 6. The wing sections 12 thereby effect an additional stabilization and decoupling of the arrangement 3 in the Y direction.In addition, according to the example from FIGS. 1 and 2, it is provided that the wing sections 12 of the first base body 4 each have an outer arm 13, and that the second base body 5 forms an inner arm 14 on each of its wing sections 12. The outer arms 13 of the first base body 4 and the inner arms 14 of the second base body 5 extend in the Z direction and thus perpendicular to the direction of the tensile load 9.At their ends remote from the wing sections 12, the outer arm 13 and the inner arm 14 of each pair of arms 15 a, bare connected to one another in a vibration-absorbing and / or damping manner via an elastomer element 17 a, bformed as a cap or covering. As is shown in particular in FIG. 2, the outer arm 13, the inner arm 14 and the elastomer element 17 a, bof each arm pair 15 a, bmay have a common through-opening 18, wherein the arm pairs 15 a, bmay be connected to one another via an axle element 19. The axle element 19 is preferably designed as a pin or pin. In this way, the elastomer elements 17 a, bmay connect the arm pairs 15 a, bto the axle element 19 in a vibration-absorbing manner. The two pairs of arms 15 a, band the axle 19 received between them serve primarily as additional stabilization of the striker decoupling 2 in the Y direction and Z direction. In this case, undesired oscillations of the arms 13, 14 or of the arm pairs 15 a, brelative to one another can be avoided.FIGS. 3, 4, 5 and 6 show schematic representations of different cross sections through the striker decoupling 1.FIG. 3 shows by way of example how the feet 21 of the striker 2 can be arranged on the supporting surface 11 of the second base body 5. For this purpose, the second support surface 11 has receptacles 25 or holes specifically provided for this purpose, into which the feet 21 of the striker 2 can be inserted and to which they can be fastened in a non-positive or positive manner-for example by means of clamping, screwing or rivet fixing. Furthermore, it can be seen from the cross section in FIG. 3 that the support surface 11 has a section projecting as a projection 23, which comprises at least one of the receiving holes 25 for the striker 2. In this case, according to the example in FIG. 3, it is provided that neither the first base body 4 nor the elastomer body 6 have a comparable section or projection 23; rather, the projection 23 of the second base body projects beyond both the supporting surface 10 of the first base body 4 and the base surface 7 of the elastomer body 6.The cross section in FIG. 4 shows that the decoupling arrangement 3 has at least one through bore 24, through which the decoupling arrangement 3 can be fastened to a carrier structure by means of a screw 22. For this purpose, it is provided in particular that the first base body 4, the second base body 5 and the elastomer body 6 each have at least one opening, wherein the openings can be brought into register with one bore 24 each.The cross section in FIG. 5 shows an exemplary wing section 12 of the elastomer body 6. the wing sections 12 shown are substantially designed as triangular structures, which taper in a direction facing away from the arms 12, 13 of the base bodies 4, 5. This allows material to be saved without losing stability at important points.The cross section in FIG. 6 runs through the axle element 19 and through the two elastomer elements 17 a, bwhich connect the arm pairs 15 a, bto the axle 19 in a vibration-damping and / or damping manner.The invention is not limited to one of the above-described embodiments, but can be modified in many ways.All features and advantages emerging from the claims, the description and the drawing, including structural details, spatial arrangements and method steps, can be disclosed both individually and in a wide variety of combinations.List of reference characters1 Striker decoupling 2 Striker 3 Decoupling arrangement 4 First base body 5 Second base body 6 Elastomer body 7 Base surface 8 Gap 9 Direction of the tensile load 10 First support surface 11 Second support surface 12 Wing sections 13 Outer arm 14 Inner arm 15 a,b Arm pair 16 Distance 17 a,b Elastomer element 18 Through opening 19 Axis element 20 Bent end 21 Feet 22 Collar screw 23 Projection 24 Bores 25 Receptacle

Claims

Striker decoupling (1) for a closing mechanism of a vehicle flap, in particular a tailgate, which can be opened by means of a hinge, wherein the striker decoupling (1) can be fastened to a vehicle body or to an end of the vehicle flap opposite the hinge and has a striker (2), wherein the striker decoupling (1) additionally has a decoupling arrangement (3) which comprises a first base body (4), a second base body (5) and a vibration-absorbing elastomer body (6), wherein the elastomer body (6) comprises a base surface (7) and wherein the elastomer body (6) is accommodated in a gap (8) formed between the first base body (4) and the second base body (5), wherein the base surface (7) of the elastomer body (6) in the closed state of the vehicle flap is oriented with respect to a direction of the tensile load (9), which acts on the striker (2) and extends at an angle α of 60° to 120°, wherein the first base body (4) has a first supporting surface (10) and wherein the second base body (5) has a second supporting surface (11), and the first supporting surface (10), the base surface (7) of the elastomer body (6) and the second supporting surface (11) are each bent over at two opposite ends substantially perpendicularly to a wing section (12) in each case, characterized in that the first base body (4) has an outer arm (13) in each of its wing sections (12), and in that the second base body (5) has an inner arm (14) in each of its wing sections (12), wherein the outer arms (13) and the inner arms (14) extend substantially perpendicularly to the direction of the tensile load (9).Striker decoupling (1) according to Claim 1, characterized in that, in the closed state of the vehicle flap, the base surface (7) of the elastomer body (6) extends substantially perpendicularly to the direction of the tensile load (9) which acts on the striker (2).Striker decoupling (1) according to one of claims 1 or 2, characterised in that the respective one outer arm (13) forms a respective pair of arms (15a, b) with a respective adjacent inner arm (14), wherein a respective distance (16) exists between the outer arm (13) and the inner arm (14) of a respective pair of arms (15a, b).Striker decoupling (1) according to claim 3, characterised in that the outer arm (13) and the inner arm (14) of a pair of arms (15a, b) are connected to one another in a vibration-absorbing manner via a respective elastomer element (17a, b).Striker decoupling (1) according to claim 4, characterised in that the outer arm (13), the inner arm (14) and the elastomer element (17a, b) of each arm pair (15a, b) have a common through-opening (18).Striker decoupling (1) according to one of claims 3 to 5, characterised in that the decoupling arrangement (3) also has an axle element (19) which is arranged between the arm pairs (15a, b).Striker decoupling (1) according to claim 6, characterised in that one end each of the axle element (19) is accommodated in one through-opening (18) each of the arm pairs (15a, b), wherein the elastomer element (17a, b) connects the arm pairs (15a, b) to the axle element (19) in a vibration-absorbing manner.A closure system for a hinged lift flap mounted on a vehicle, comprising a striker decoupling (1) according to any preceding claim, wherein the striker decoupling (1) is mounted on an end of the vehicle flap opposite the hinge, and wherein the closure system further comprises a retaining eye mounted on the body of the vehicle.

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