Damping system for damping movement of flap of vehicle

Abstract

To provide a damping system (100) for damping a movement of a flap of a vehicle relative to a vehicle body of the vehicle.SOLUTION: A damping system (100) is configured to damp a movement of a flap of a vehicle relative to a vehicle body of the vehicle. The damping system (100) comprises a damping device (150) and a centrifugal clutch (140), in which the centrifugal clutch (140) is configured to connect a rotary element to the damping device (150) for damping rotation of the rotary element when a speed of the rotary element exceeds a switching speed.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The invention relates to a damping system for damping the movement of a flap of a vehicle relative to a body of the vehicle, the damping system comprising two coupling elements for coupling the damping system to the flap and the body, the two coupling elements being connected to each other such that they are linearly displaceable relative to each other along a longitudinal axis of the damping system, and a spindle gear having a rotation element selected from a threaded spindle aligned along the longitudinal axis and a spindle nut guided on the threaded spindle, the spindle gear being connected to a first of the two coupling elements such 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 rotation element about the longitudinal axis.

[0002] The invention further relates to a vehicle having a damping system and to uses of the damping system. [Background technology]

[0003] It is known to drive vehicle flaps, for example the tailgate of a motor vehicle, by means of an electric drive, for example a spindle drive, which is attached to one side of the flap. On the other side of the flap, a damping element is usually attached, for example a gas pressure spring with an overflow opening, which dampens the movement of the flap. In particular, the damping element is intended to prevent the flap from closing under its own weight so rapidly that the flap could cause damage to property or bodily injury if the drive is detached from the flap or the vehicle body or if it breaks down.

[0004] A disadvantage of known damping elements is that they damp the movement of the flap even during normal operation, and therefore the drive gear must be designed stronger, consumes more energy and wears out faster than without the damping element.

[0005] A further drawback of gas pressure springs as damping elements is the temperature dependence of their spring force. In order for the gas pressure spring to provide sufficient spring force to support the flap even at the lowest temperatures expected during vehicle operation, the gas pressure spring must be designed such that its spring force is higher than required above the minimum temperature. As a result, when the minimum temperature is exceeded, the drive must apply increased force to close the flap against the spring force, which in turn increases the energy consumption and wear of the drive. Summary of the Invention

[0006] The object of the invention is to enable a safe, economical and low-wear movement of a vehicle flap using simple means. [Means for solving the problem]

[0007] The present invention provides a damping system according to claim 1 which achieves the technical object. This object is also achieved by a vehicle comprising a damping system according to claim 14 and by the use of the damping system according to claim 15. Advantageous designs are the subject matter of the dependent claims.

[0008] 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 car, a truck or a bus. The flap is, for example, a tailgate, a luggage compartment 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.

[0009] The damping system comprises two coupling elements, one of which is configured to couple the damping system to the flap and the other to the car body. The coupling element comprises, for example, 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 for linear movement relative to each other along a longitudinal axis of the damping system. The coupling elements being able to move relative to each other makes it possible to effect a movement of the flap when one coupling element is coupled to the flap and the other is coupled to the car body. The movement of the flap results in a displacement of the coupling elements relative to each other along the longitudinal axis.

[0010] The damping system comprises a spindle gear having a rotation element selected from a threaded spindle aligned along a longitudinal axis and a spindle nut guided on the threaded spindle, the spindle gear being connected to a first of the two coupling elements such 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 rotation element about the longitudinal axis. Thus, a movement of the flap relative to the body results in a rotation of the rotation element, the speed of rotation being dependent on the speed of movement of the flap.

[0011] The rotating element is preferably a threaded spindle, so that the spindle nut is displaceable relative to the second coupling element along the longitudinal axis and the threaded spindle is rotatable relative to the second coupling element about the longitudinal axis. A particularly compact damping system is thereby achieved transversely to the longitudinal axis. It is also conceivable within the scope of the invention to provide a spindle nut as the rotating element. In this case, the spindle nut can be made, for example, of a plastic material, which allows for a particularly simple and economical construction.

[0012] The conversion of the translation of the first coupling element into a rotation of the rotary element allows the use of a rotary damper connected to the rotary element for damping the translation of the first coupling element, whereby the rotary damper has the advantage that it is particularly space-saving compared to a linear damper.

[0013] The spindle gear can also provide torque transmission, so that a rotary damper connected to the rotating element has to apply a lower damping torque, e.g. 1 Nm, to effectively damp the movement of the flap than a rotary damper connected directly to the axis of rotation of the flap and having to apply a damping torque of e.g. 50 Nm, making the rotary damper particularly light, compact and economical.

[0014] The damping system includes a damping device and a centrifugal clutch configured to connect a rotating element to the damping device to damp rotation of the rotating element when the speed of the rotating element exceeds a switching speed.

[0015] Beneficial effects The switching speed is preferably selected such that the speed of the rotating element does not exceed the switching speed during normal operation of the flap, so that the damping device does not damp the movement of the flap during normal operation, so that the flap can be moved with almost no force, and the electric drive of the flap therefore has low energy consumption and low wear.

[0016] The switching speed is preferably selected such that the speed of the rotating element exceeds the switching speed when the flap moves too fast and this could cause material damage or personal injury to the vehicle or to objects located between the flap and the vehicle body. Rapid movement of the flap can be caused, for example, by the flap falling because the motorized drive has become detached from the flap or the vehicle body, or by a person slamming the flap shut with too much force.

[0017] 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 the movement of the flap to a degree where there is no longer any risk of damage to property or injury to persons.

[0018] The damping system therefore allows for safe, economical and low-wear movement of the flap using simple means.

[0019] Description of the types of embodiments The centrifugal clutch preferably comprises an outer rotor rotatable about a longitudinal axis relative to the second coupling element and an inner rotor mounted in the outer rotor so as to be rotatable about a longitudinal axis relative to the outer rotor and the second coupling element, a rotating element of a spindle gear being connected to the inner rotor for transmitting its rotation to the inner rotor. The rotating element, in particular a threaded spindle, can be connected to the inner rotor integrally, directly or indirectly.

[0020] The translation of the first coupling element relative to the second coupling element along the longitudinal axis by the movement of the flap thus sets the inner rotor to rotate about the longitudinal axis via the spindle gear. By arranging the inner rotor within the outer rotor, a particularly compact construction of the centrifugal clutch is obtained.

[0021] The inner rotor may, for example, be substantially cylindrical and / or be arranged coaxially with the longitudinal axis, and the outer rotor may, for example, be substantially hollow cylindrical and / or be arranged coaxially with the longitudinal axis.

[0022] The inner rotor preferably comprises at least one connection element configured to connect the inner rotor to the outer rotor in order to transmit its rotation to the outer rotor when the speed of the rotating element exceeds a switching speed. The connection of the inner rotor to the outer rotor via the connection element may be frictional and / or form-fitting with respect to rotation about the longitudinal axis. The connection is established by the connection element being driven from the inner rotor to the outer rotor by centrifugal forces acting on the connection element and increasing with increasing speed.

[0023] In order to ensure as uniform a load as possible on the inner and outer rotors, the inner rotor is preferably provided with two, three, four, five or more connecting elements, which may in particular be evenly distributed around the longitudinal axis.

[0024] 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 the spring element holding the connecting element to the inner rotor. The static friction can be adjusted, for example, via the material combination of the inner rotor and the connecting element, by a surface coating and / or surface structuring of the inner rotor and / or the connecting element.

[0025] The damping device is preferably connected to the outer rotor for damping the rotation of the outer rotor. The damping device can be integrally, directly or indirectly connected to the outer rotor. Thus, 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, and therefore the damping device damps the movement of the flap.

[0026] The connecting element is preferably configured to form-fit connect the inner rotor to the outer rotor for rotation about the longitudinal axis when the speed of the rotating elements exceeds the switching speed. The form-fit connection results in a particularly reliable transmission of rotation from the inner rotor to the outer rotor and thus a particularly safe damping system.

[0027] The connecting element preferably comprises a displacement element which is mounted so as to be radially displaceable with respect to the longitudinal axis with respect to the inner rotor. As a displacement element, the connecting element can be designed very simply and can establish a form-fit connection with the outer rotor in a particularly simple manner.

[0028] The connecting element may comprise a folding element which can be folded from the inner rotor towards the outer rotor, the folding element having the advantage that a connection of the inner rotor to the outer rotor depending on the direction of rotation of the inner rotor can be realized very easily by means of it, for example by the folding element interlockingly engaging in a recess of the outer rotor during rotation of the inner rotor in the blocking direction and sliding out of the recess during rotation of the inner rotor against the blocking direction.

[0029] The inner surface of the outer rotor facing the inner rotor is preferably provided with a recess for partially receiving the connecting element, which allows the connecting element to engage in the recess when the speed of the rotating elements exceeds the switching speed, thus establishing a form-fit connection between the inner and outer rotors.

[0030] The recess is preferably formed in such a way that the connecting element is driven out of the recess in the release direction towards the longitudinal axis while the inner rotor rotates about the longitudinal axis relative to the outer rotor. For this purpose, the recess has, for example, a side surface aligned radially obliquely to the longitudinal axis, on which the connecting element can slide out of the recess towards the longitudinal axis. This allows the rotating element to be released from the damping device after the switching speed has been exceeded by moving the flap so that the inner rotor rotates in the release direction. This allows the resetting of the damping system 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 resetting, the flap can be moved again with little resistance.

[0031] The damping system is preferably connected to the flap such that lifting the flap rotates the inner rotor in the release direction, so that lifting the flap can reset the damping system from the damped state to the normal state.

[0032] The recess of the outer rotor is preferably formed in such a way that the connecting element is blocked in the recess while the inner rotor is rotated relative to the outer rotor about the longitudinal axis in a blocking direction, preferably opposite to the releasing direction, For this purpose, the recess has, for example, a side surface aligned radially to the longitudinal axis, against which the connecting element comes into contact upon rotation in the blocking direction.

[0033] The damping system is preferably connected to the flaps such that the inner rotor rotates in the blocking direction when the flaps are lowered, thereby ensuring a reliable connection between the rotating element and the damping device when the flaps are dropped.

[0034] The centrifugal clutch preferably comprises a spring element, which is configured to separate the rotating element from the damping device when the speed of the rotating element falls below a switching speed. This allows the damping system to automatically reset from a damped 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 move again with little resistance. Furthermore, the switching speed of the damping system can be adjusted via the spring force of the spring element.

[0035] 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 towards the longitudinal axis, thereby enabling the spring element to release the connecting element from the outer rotor when the speed of the rotating element is very low and the spring force of the spring element is greater than the centrifugal force acting on the connecting element.

[0036] The damping system preferably comprises a friction element that frictionally connects the rotating element to the damping device for damping the rotation of the rotating element independent of the speed of the rotating element, the friction element providing the damping system with the additional function of a speed-independent friction brake for the movement of the flap, whereby a separate brake or a brake integrated in the flap drive can be omitted.

[0037] The friction element preferably comprises a tolerance ring, which frictionally connects the inner rotor to the outer rotor of the centrifugal clutch and is preferably arranged coaxially between the inner and outer rotors. This design results in a particularly simple and compact construction of the damping system.

[0038] The damping device preferably comprises a fluid rotary damper, which is compact and provides a high and precisely defined damping torque for damping the movement of the flap.

[0039] The damping device preferably comprises a friction surface fixed to the outer rotor and a counter friction surface fixed to the second coupling element of the damping system, the friction surface interacting with the counter friction surface to frictionally engage. 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 force between the friction surface and the counter friction surface damps the movement of the flap, and the damping system is very simple to design.

[0040] The friction surface comprises, for example, an outer surface of the outer rotor facing away from the longitudinal axis, and the mating friction surface comprises, for example, an inner surface facing the longitudinal axis of a housing of the damping system fixed to the second coupling element.

[0041] The invention relates to a vehicle comprising a body, a flap movable relative to the body, and a damping system according to the invention, one of two coupling elements of which is coupled to the flap and the other to the body, such that the damping system is able to advantageously damp the movements of the flap as described above.

[0042] 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 a body of the vehicle, one of two coupling elements of the damping system being coupled to the flap and the other to the body, so that the damping system is able to advantageously damp the movement of the flap as described above. [Brief description of the drawings]

[0043] Further advantages, objects and characteristics of the present invention will be explained with reference to the following description and the attached drawings, in which exemplary embodiments according to the present invention are shown. Identical or similar components are provided with the same reference numerals. The drawings, the specification and the claims contain a number of combinations of features. Those skilled in the art can conveniently consider these features individually and also combine them to form advantageous further combinations. Thus, individual or multiple exemplary embodiments can be advantageously combined with each other. [Figure 1] 1 shows a schematic longitudinal cross-section of a damping system according to the invention; [Diagram 2] 2 shows a schematic diagram of a centrifugal clutch and a damping device of a damping system according to the present invention; [Diagram 3] 2 shows a schematic diagram of a centrifugal clutch of the damping system according to the invention; [Figure 4] 3 shows a schematic diagram of a centrifugal clutch of a damping system according to the invention at different speeds. [Diagram 5] 1 shows a partial longitudinal cross-sectional view of an alternative exemplary embodiment of a damping system according to the present invention; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0044] Figure 1 FIG. 1 shows a schematic longitudinal section along a longitudinal axis LA of a damping system 100 according to the invention for damping the movement of a flap of a vehicle relative to a body of the vehicle.

[0045] The shown damping system 100 comprises two coupling elements 110, 120, for example designed as ball and socket, for coupling the damping system 100 to a flap and to the car body, which are connected to each other such that the two coupling elements 110, 120 are linearly displaceable relative to each other along a longitudinal axis LA of the damping system 100. Thus, when the damping system 100 is coupled to the flap and to the car body, a movement of the flap relative to the car body thus results in a change in the length of the damping system 100.

[0046] The illustrated damping system 100 comprises a spindle gear 130 with a rotating element, for example designed as a threaded spindle 131 aligned along a 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 such that it converts a translation along the longitudinal axis LA of the first coupling element 110 relative to the second coupling element 120, for example fixed to the spindle nut 132, into a rotation of the rotating element, for example the threaded spindle 131, about the longitudinal axis LA. When the flap of the vehicle moves relative to the body of the vehicle, the rotating element is set to rotate thereby, the speed of which depends on the speed of movement of the flap.

[0047] The illustrated damping system 100 comprises a damping device 150 and a centrifugal clutch 140 configured to connect a rotating element, e.g., a threaded spindle 131, to the damping device 150 for damping rotation of the rotating element when the speed of the rotating element exceeds a switching speed. As a result, the damping device 150 damps movement of a flap of the vehicle relative to the vehicle body when the speed of movement of the flap exceeds a switching speed. The damping device 150 comprises, for example, a fluid rotary damper.

[0048] The damping device 150 and the centrifugal clutch 140 are, for example, housed in a housing 170, in particular a housing tube. For example, a base piece 230 is attached to a free end of the housing 170 relative to the longitudinal axis LA, to which the second coupling element 120 is fixed.

[0049] The spindle gear 130 is housed, for example, in a casing tube 233. The end of the threaded spindle 131 facing the second coupling element 120 is coupled, for example, to a centrifugal clutch 140. The external thread of the threaded spindle 131 is screwed into an internal thread of the spindle nut 132, so that a translational movement of the spindle nut 132 along the longitudinal axis LA can be converted into a rotational movement of the threaded spindle 131 about the longitudinal axis LA.

[0050] The spindle nut 132 is connected, for example, to a guide tube 240, to whose free end the first coupling element 110 is fixed. For example, a guide disk 244 is arranged on 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 coil spring 246 which opposes the change in length of the damping system 100 along the longitudinal axis LA compared to the rest length of the damping system 100. To protect the coil spring 246 from outside influences, the coil spring is surrounded, for example, by a protective tube 248 which is also connected to the free end of the guide tube 240.

[0051] Figure 2 2 shows a schematic diagram of a centrifugal clutch 140 and a damping device 150 of a damping system 100 according to the present invention in a perspective view (FIG. 2A) and a side view (FIG. 2B), with exemplary dimensions in mm provided.

[0052] Figure 3 FIG. 3 shows a schematic diagram of a centrifugal clutch 140 of a damping system 100 according to the present invention in a side view (FIG. 3A) and in a cross section along a longitudinal axis LA of the damping system 100 (FIG. 3B).

[0053] The illustrated centrifugal clutch 140 comprises 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 within the outer rotor 141 about the longitudinal axis LA relative to the outer rotor 141 and the second housing 170.

[0054] A rotating element of the spindle gear 130, for example the threaded spindle 131 of the spindle gear 130, can be connected to the inner rotor 142 in order to transmit its rotation to the inner rotor 142. For the connection, the inner rotor 142 has, for example, a receiving opening for the inner connecting element 147, in particular a hexagonal protrusion. In the damping system 100 according to the invention, the inner connecting element 147 is, for example, connected to the threaded spindle 131 of the spindle gear 130.

[0055] The inner rotor 142 comprises a connecting element 143 configured to connect the inner rotor 142 to the outer rotor 141 to transmit its rotation to the outer rotor 141 when the speed of the rotating elements exceeds a switching speed.

[0056] The connecting element 143 is configured to form-fittingly connect the inner rotor 142 to the outer rotor 141 for rotation about the longitudinal axis LA, for example when the speed of the rotating elements exceeds a switching speed.

[0057] The connecting element 143 comprises, for example, a displacement element mounted so as to be radially displaceable with respect to the longitudinal axis LA with respect to the inner rotor 142. The inner surface 145 of the outer rotor 141 facing the inner rotor 142 comprises, for example, a recess 146 for partially receiving the connecting element 143. As a result, the centrifugal forces caused by the rotation of the inner rotor 142 can drive the connecting element 143 radially from the inner rotor 142 towards the longitudinal axis LA, so that the connecting element 143 engages in the recess 146 and thereby form-fittingly connects the inner rotor 142 to the outer rotor 141 for a rotation about the longitudinal axis LA when the speed of the rotating elements exceeds a switching speed.

[0058] The damping device 150 can be connected to the outer rotor 141 in order to damp the rotation of the outer rotor 141. For the connection, the outer rotor 141 has, for example, an outer connection element 148, in particular a hexagonal protrusion. The outer connection element 148 is, in the damping system 100 according to the invention, connected, for example, to a fluid rotary damper. The fluid rotary damper can thus damp the rotation of the inner rotor 142 and the associated rotating element, for example the threaded spindle 131, when the speed of the rotating element exceeds a switching speed.

[0059] Instead of or in addition to a fluid rotary damper, the damping device 150 may comprise a friction surface 152 fixed to the outer rotor 141, e.g., an outer surface of the outer rotor, and a counter friction surface 153 fixed to a housing 170 of the damping system 100, e.g., an inner surface of the housing 170, with the friction surface 152 interacting with the counter friction surface 153 in a frictional engagement. Thus, the friction surface 152 and the counter friction surface 153 may damp the rotation of the inner rotor 142 and associated rotating element, e.g., the threaded spindle 131, when the speed of the rotating element exceeds a switching speed.

[0060] The damping system 100 may comprise a friction element frictionally connecting the rotating element to the damping device 150 for damping the rotation of the rotating element independent of the speed of the rotating element. This damps the movement of the vehicle flap relative to the vehicle body independent of the speed, so that additional brakes may be omitted. The friction element may comprise a tolerance ring disposed between the inner rotor 142 and the outer rotor 141, the tolerance ring frictionally connecting the inner rotor 142 to the outer rotor 141.

[0061] Figure 4 FIG. 4 shows a schematic diagram of the centrifugal clutch 140 of the damping system 100 according to the invention at a rotating element speed below the switching speed (FIG. 4A) and above the switching speed (FIG. 4B).

[0062] At speeds below the switching speed, the connecting element 143 is completely within the inner rotor 142, which can therefore rotate freely within the outer rotor 141 (FIG. 4A). As a result, the rotating elements coupled to the inner rotor 142 and the damping device 150 coupled to the outer rotor 141 are not coupled, and therefore rotation of the rotating elements is not damped by the damping device 150. Thus, slow movements of the vehicle's flaps relative to the vehicle's body are not damped by the damping system.

[0063] At speeds higher than the switching speed, the connecting element 143 is partially driven from the inner rotor 142 by centrifugal force and interlockingly engages in a recess 146 in the outer rotor 141 (FIG. 4B). The inner rotor 142 is thus form-fittingly coupled to the outer rotor 141 such that rotation of the rotating element is damped by the damping device 150. As a result, rapid movements of the vehicle flap relative to the vehicle body are damped by the damping system.

[0064] Figure 5 An alternative embodiment of the invention shown in Fig. 5 provides a spindle gear 130 with a spindle nut 132 as a rotating element. In this case, a threaded spindle 131 is designed to be axially displaceable and non-rotatable and is directly or indirectly connected to a first coupling element 110. As can be seen from Fig. 5, the coupling element 110 can be connected to one end of the threaded spindle 131, for example by a threaded connection. The translation of the coupling element 110 and the threaded spindle 131 connected thereto is here converted into a rotation of the spindle nut 132 designed as a rotating element, which can be made, for example, of a plastic material. As can be seen from Fig. 5, the spindle nut 132 has a threaded portion 133 that is in threaded engagement with the threaded spindle 131 and a sleeve portion 134 that extends from the threaded portion 133 in the direction of the damping device.

[0065] The spindle nut 132 is mounted in a sleeve 250, which for example serves as a housing and can be sealingly connected to the second coupling element 120. In the illustrated exemplary embodiment, a casing tube 233 surrounds the coil spring 246, the centrifugal clutch 140 and the damping device 150, is fixed to the threaded spindle 131 in the region of the first coupling element 110 and is axially movably guided on the sleeve 250 in the region of the centrifugal clutch 140 and the damping device 150. The ends of the coil spring 246 can be supported on the casing tube 233 and on the sleeve 250. However, the casing tube 233 can also be omitted, in which case a support element, for example in the form of a disk, must be provided in the region of the first coupling element 110.

[0066] One embodiment (not shown) provides a two-part casing tube with a spring sleeve and a pipe element which is axially movable relative to the spring sleeve, guided outside the spring sleeve and sealingly fixed to the sleeve 250. A sealing element can be provided on the spring sleeve, for example in the form of an O-ring, which allows sealing with the pipe element.

[0067] The spindle nut 132 as a rotating element may be connected to the inner rotor 142 of the centrifugal clutch 140 described above in order to transmit its rotation. 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 an 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 the vehicle body, the two coupling elements (110, 120) being connected to each other such that they are linearly displaceable relative to each other along a longitudinal axis (LA) of the damping system (100); a spindle gear (130) having a rotation element selected from a threaded spindle (131) aligned along said longitudinal axis (LA) and a spindle nut (132) guided on said threaded spindle (131), said spindle gear (130) being connected to said first of said two coupling elements (110) such that said spindle gear (130) converts a translation of the first coupling element (110) along said longitudinal axis (LA) relative to the second coupling element (120) into a rotation of said rotation element about said longitudinal axis (LA); The damping system (100) comprises: c. an attenuation device (150); and a centrifugal clutch (140) configured to connect the rotating element to the damping device (150) to damp the rotation of the rotating element when the speed of the rotating element exceeds a switch speed.

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

3. 3. The damping system (100) of claim 2, wherein the connecting element (143) is configured to form-fittingly connect the inner rotor (142) to the outer rotor (141) for rotation about the longitudinal axis (LA) when the speed of the rotating elements exceeds the switching speed.

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

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

6. 6. The damping system (100) of claim 5, wherein the recess (146) is formed such that the connecting element (143) is driven in a release direction from the recess (146) toward the longitudinal axis (LA) while the inner rotor (142) rotates about the longitudinal axis (LA) relative to the outer rotor (141).

7. 7. The damping system (100) of claim 5 or 6, wherein the recess (146) is formed such that the connecting element (143) is blocked within the recess (146) while the inner rotor (142) rotates relative to the outer rotor (141) in a blocking direction about the longitudinal axis (LA).

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

9. The damping system (100) of any one of claims 2 to 7 and 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) towards the longitudinal axis (LA).

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

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

12. The damping system (100) of any one of the preceding claims, wherein the damping device (150) comprises a fluid rotary damper (151).

13. The damping system (100) of any one of claims 2 to 12, wherein the damping device (150) comprises a friction surface (152) fixed to the outer rotor (141) and a counter friction surface (153) fixed to the second coupling element (120) of the damping system (100), the friction surface (152) interacting with the counter friction surface (153) to frictionally engage with the counter friction surface (153).

14. A vehicle, a. A vehicle body; b) a flap movable relative to the vehicle body; A vehicle comprising: a 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 the other is coupled to the vehicle body.

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

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