DE102018133395A1 - Device for reducing vibrations while driving a vehicle - Google Patents

Abstract

The invention relates to a device (10) for reducing vibrations of a component (24), which is arranged to be movable relative to a predominantly stationary component (20), in a vehicle during driving operation. The device (10) should have a buffer element (50), a damping element (60) and a reset element (70), the damping element (60) being in active engagement with the buffer element (50) and the reset element (70) is in operative engagement with the buffer element (50). Since only the damping element (60) with the buffer element (50) or the restoring element (70) with the buffer element (50) is in active engagement, but not with each other, the damping effect and the restoring effect of the device (10) can be set individually and independently of one another become. The device (10) according to the invention is intended for use as a tailgate buffer in a vehicle.

Description

The invention relates to a device for reducing vibrations of a component which is arranged to be movable relative to a predominantly stationary component in a vehicle during driving, and to the use of such a device in a vehicle.

During the driving operation of a vehicle, a large number of noises arise which can be road-excited or motor-driven. These are perceived by the vehicle occupants as booming and therefore very unpleasant. In particular, such a, usually low-frequency, roar can occur in vehicles with tailgates that close off an inward-opening trunk, such as, for example, in so-called station wagons.

Various systems are known in the prior art in order to reduce the drone resulting from such moving parts as tailgates during driving. For example, decoupled locking bars or tailgate extensions are used. However, decoupled locking straps can cause the tailgate to rattle. On the other hand, tailgate extensions are very heavy, which is extremely disadvantageous in vehicle construction. On the other hand, they are expensive and only work in a narrow frequency range.

Known solutions also usually have an integrated design, in which the components for the suspension and the components for achieving damping are integrated with one another, in order to reduce the space required, among other things. Integrated means that damping and resilient elements of the known solutions are in active engagement. In these solutions, for example for hatchbacks, the spring forces and the achievable damping depend on each other and can only be adjusted together, that is, depending on each other. High spring forces are disadvantageous because they lead to clearly perceptible opening noises when opening the tailgate, which have a disruptive effect on a vehicle occupant.

The invention is therefore based on the object of proposing a device with which the vibrations occurring due to moving components of a vehicle are reduced when the vehicle is in operation, and the spring forces and the achievable damping can be set independently of one another.

The object of the invention is achieved with the device disclosed in claim 1. Use of the device is disclosed in claim 10. Advantageous refinements and developments are described in the dependent claims.

A device according to the invention for reducing vibrations of a component which is arranged to be movable relative to a predominantly stationary component in a vehicle during driving operation with an initial position and an effective position comprises at least one housing and an assembly. The housing at least partially encompasses the assembly.

A predominantly stationary component is to be understood to mean that part of the vehicle which remains immobile or in the same place with respect to a user or occupant of the vehicle while the movably arranged component is moved. Accordingly, a predominantly stationary component can be a body of a vehicle, and a movably arranged component can be a tailgate, a bonnet and the like. It is irrelevant whether the vehicle is in driving mode or parked, since the predominantly stationary component and the movably arranged component are determined by their relative movement to one another or to the occupant or user of the vehicle.

Movable relative to one another is intended to mean that the predominantly stationary component and the movably arranged component belong to the same vehicle and also have at least one common reference point about which the movably arranged component is moved in relation to the predominantly stationary component. The fastening points of a tailgate on the body of a vehicle can be mentioned as an example, by means of which the tailgate is fastened to the body of the vehicle and about which the tailgate is at least partially rotated when opened.

The device according to the invention has a starting position and an effective position. This is to be understood to mean that it is in an operative position in which vibrations can be reduced, or in a starting position in which no vibrations are reduced.

The starting position results when no movably arranged component acts on the device according to the invention. This is explained in more detail below. The effective position results when a movably arranged component acts on the device according to the invention. This will also be described in more detail below.

The housing at least partially encompasses the assembly. This is to be understood to mean that the assembly is at least partially enveloped, surrounded or encompassed by the housing, and thus at least partially encloses it.

The housing is provided for installing the device according to the invention in a vehicle, in particular in the predominantly stationary component. It acts like a socket into which the assembly is inserted and which is in turn inserted into an opening or recess or recess of the vehicle provided for this purpose, the assembly being aligned in the direction of the movably arranged component.

The assembly is formed with at least one buffer element, one damping element and one restoring element. But it can also have other components and elements.

The buffer element for defining an end position of the movably arranged component relative to the predominantly stationary component as the operative position is formed at least with a piston rod and a buffer head arranged at one end of the piston rod. The buffer element is therefore intended to determine or secure the position of the movably arranged component in relation to the predominantly stationary component. The buffer element has at least one piston rod and a buffer head, the buffer head being arranged at one end of the piston rod. The buffer element is to be arranged so that the buffer head faces the movably arranged component and is in touching contact with it, in particular in the operative position.

The damping element is designed in operative engagement with the buffer element and for absorbing forces acting from the movably arranged component on the buffer element in a damping direction in the operative position, whereby damping is effected. The damping element is thus in operative connection with the buffer element, for example by at least partially receiving or embracing the piston rod of the buffer element. Other forms of active connection are also conceivable. If a force then acts on the buffer element in the damping direction, which corresponds to a longitudinal axis of the damping element and is aligned essentially in effect with the longitudinal axis of the piston rod, wherein the effective position of the device according to the invention is aimed for or assumed, damping is effected in the damping element.

The restoring element is designed to be in active engagement with the buffer element and, by applying a restoring force, at least partially restores the starting position from the operative position, the starting position being defined as the position in which no movably arranged component acts on the buffer element. The reset element is thus in operative connection with the buffer element and is intended to move it back into an initial position when the device according to the invention is in an operative position. The restoring element can be arranged in such a way that it acts directly on the buffer head, that is to say it is connected to it or is arranged directly adjacent to it. However, it can also be designed and / or arranged in such a way that it itself acts on the piston rod in a region on or in which the damping element does not act on the piston rod. The restoring element applies a restoring force to the buffer element, as a result of which the buffer element is wholly or partly moved into the starting position.

The effective position therefore results from the position at which the movably arranged component is or is moved towards the predominantly stationary component, and in which damping is effected in the damping element and at the same time a restoring force in the restoring element is brought into the starting position. Using the example of a vehicle body as a predominantly stationary component and a tailgate as a movably arranged component, the starting position is the position when the tailgate is open, while the effective position is the position at which the tailgate is in touching contact with the buffer element, in particular the buffer head, so that damping in the damping element and a restoring force is brought about in the restoring element, that is to say during the closing of the tailgate and in the closed state of the tailgate.

The damping caused by the damping element and the restoring force applied by the restoring element can be set independently of one another. As can readily be seen from what has been described above, the buffer element is in active engagement with the damping element on the one hand and with the restoring element on the other hand, but there is little or no direct active intervention between the damping element and the restoring element. This makes it possible to adjust the damping, that is to say the damping effect of the damping element, as required without significantly influencing the restoring force of the restoring element. At the same time, it is also possible to adapt the restoring force of the restoring element without significantly changing the damping effect of the damping element.

In a preferred embodiment of the invention, it is provided that the damping element is designed with a pressure tube into which a fluid is introduced, the piston rod being at least partially inserted into the pressure tube. The Damping element therefore has at least one pressure tube which is filled with a fluid. In this embodiment, the piston rod of the buffer element is at least partially inserted into this pressure tube, that is to say it is arranged at least with a partial region of the piston rod in the pressure tube. If a force now acts on the buffer element, which is designed in operative engagement with the damping element, hydraulic damping can thus be achieved, so that the low-frequency vibrations are absorbed while a vehicle is in operation and the sound pressure occurring at the driver's ear is reduced.

The fluid can be a silicone oil, ie an oil formed on the basis of one or more silicones, or another liquid, but also a gas, such as air. By selecting the fluid, the damping effect of the damping element can be influenced or adjusted in a frequency-selective manner in a wide range of effects due to the large number of available viscosities.

In a next embodiment of the invention, the pressure tube can be delimited by at least one end of a membrane to form the reset element. This membrane (s) acts as a resetting spring element, so it is / are designed and engaged with the piston rod or connected to the piston rod so that it can be reset from the operative position to the starting position. The membrane (s) is / are advantageously elastic.

The damping effect can additionally be influenced by the design of the pressure tube with a membrane or two membranes at the ends of the pressure tube. Alternatively or additionally, the damping effect can also be influenced by the selection of the material for the membrane and the selected elasticity of the membrane.

The membrane preferably seals the pressure tube at at least one end. This ensures that no fluid can escape from the pressure tube at the end of the pressure tube which is delimited by a membrane. Both the membrane and its connection or its connection to the piston rod are designed such that the movement of the buffer element, in particular the piston rod, is ensured between the starting position and the effective position.

In one embodiment after the next, it can be provided that the pressure pipe is designed with at least one piston guide and at least one throttle hole. It is therefore provided that at least one constriction is provided in the interior of the pressure tube, which only allows a predominantly axial movement of the piston rod within the pressure tube. Such a narrowing can be achieved by arranging a suitable component, for example in the form of a ring, in the interior of the pressure tube. However, it can also be provided that the pressure tube is constructed in several parts and has a first partial body facing the buffer head in the installed position and a second partial body facing away from the buffer head in the installed position, between which a perforated disc is arranged, through the perforation of which the Piston rod is guided.

In addition, at least one throttle hole is provided in the constriction of whatever type. Through the at least one throttle hole, pressure equalization can take place between the partial chambers of the pressure pipe formed by the constriction. The size of the throttle hole can also further influence the damping effect of the damping element. In particular in combination with a suitably selected fluid, a desired frequency-selective increase in damping can be achieved in a targeted manner.

Due to the presence of several piston guides, each with at least one throttle hole, several damping chambers can be formed in the damping element. The damping effect of the damping element can thus be influenced further and set to the desired strength.

In an alternative embodiment, the pressure pipe can also be formed without a piston guide and can only be delimited on one side by a membrane, while the other end of the pressure pipe is delimited with a component made of a non-elastic material.

In a further preferred embodiment, at least one pancher plate can be arranged on the piston rod. The at least one Panscher plate is designed in a ring around the piston rod and is arranged inside the pressure tube, that is to say in the fluid in the pressure tube. The surface and the volume of the piston rod acting on the fluid are increased by means of such a pan plate. This can reduce the dynamic stiffness at high frequencies. In particular, if the damping element is designed with more than one piston guide, a Panscher plate can be arranged in each of the damping chambers formed thereby, in order to further adjust the damping effect in a targeted manner.

In addition, an intermediate space formed between the at least one Panscher plate and the pressure pipe can be dimensioned in order to achieve flow friction. Through this Flow damping can have a further damping effect. Accordingly, the distance between the outer circumferential surface of the at least one Panscher plate and the inner circumferential surface of the pressure tube should be dimensioned, that is, selected or designed such that when the effective position and the resulting movement of the piston rod with the at least one Panscher plate are aimed at in the space between Panscher plate (s) and inside of the pressure pipe results in a flow friction between the fluid and Panscher plate (s) or inside of the pressure pipe, which makes a further contribution to the damping effect of the damping element.

In the case of a rotationally symmetrical design of the damping element and the buffer element, the diameter of the at least one Panscher plate is therefore somewhat smaller than the inner diameter of the pressure tube, which creates an annular gap. If the fluid flows into or out of the damping element when the buffer element moves through the gap, the result of the friction of the fluid with the walls of the at least one Panscher plate and the inside of the pressure tube is a damping effect.

Due to the design of the length of the gap, the effective, ie the effective length of the gap can be varied. This allows the frequency of the maximum damping effect to be influenced in a targeted manner. For this purpose, the elasticity of the fluid is preferably also taken into account for the dimensioning or selected so that the desired frequency for the damping effect can be achieved.

Another damping effect results from the interaction of the at least one Panscher plate with the entire mass of the fluid in the pressure pipe. In cooperation with the rigidity of the at least one elastic membrane of the damping element, a resonance similar to the Helmholtz resonator results.

With the damping effects mentioned, the damping effect of the damping element can be varied over frequency with respect to the movably arranged component to be damped, depending on the necessity or goal.

In yet another embodiment, the restoring element can have a helical spring. The selection of a coil spring with a suitable spring stiffness is another possibility to select and adjust the amount of the restoring force. However, it is also possible to select a gas pressure spring or any other component or any other construction which can apply a restoring force to the buffer element, so that a partial or complete restoration of the starting position is achieved. The restoring element is not limited to an effect solely by means of compressive forces, and an embodiment which restores the starting position by applying tensile forces is also within the meaning of the invention.

It is essential that the restoring element has little or no active engagement with the damping element, so that the separate adjustability is maintained both for the damping element and for the restoring element.

Furthermore, in one embodiment of the device according to the invention, the inside of the housing can have a thread for receiving a threaded rod arranged on an end of the assembly facing away from the buffer head. In this case, a thread is provided in the housing, which corresponds to a threaded rod which is arranged at one end of the assembly, which faces away from the buffer head and is therefore arranged essentially at the opposite end of the piston rod with respect to its position.

In this configuration, the assembly can be screwed into the housing in a simple manner and thus securely fixed there. By screwing in the assembly, the height of the assembly and thus the buffer element, and thus the buffer head, can be determined and adapted to the vehicle in which the device according to the invention is to be installed. It is also possible to adjust the altitude at a later time, for example to readjust it.

In an advantageous manner, the external thread of the threaded rod can be designed as a round thread, in which the thread pulls projecting radially outwards are designed with a rounded contour. If the internal thread of the housing and / or the external thread of the threaded rod is designed to be sufficiently flexible and / or displaceable at least in sections, it is possible for the internal thread of the housing and the external thread of the threaded rod to slide past one another in the direction of the threaded axis with sufficiently large compressive or tensile forces. This can be used above all when installing the module in the housing for a quick, first rough adjustment of the altitude.

Additionally or alternatively, it is possible to provide, at equal angular intervals and / or at equal intervals in an axial direction of the module, detachable latching points which can be overcome and are spaced apart between the housing and the module. Local, for example, should be included under rest points limited increases in the surface of the housing and / or the assembly can be understood, which is perceived by a worker who joins the two components as a overcome resistance. With known distances along the longitudinal axis of the assembly or known angular distances, a further rough height adjustment of the assembly within the housing is possible. These can be provided at equal angular intervals, which is particularly advantageous in the case of a screw connection between the module and the housing, and / or at the same distance in the longitudinal direction of the module, that is to say a direction corresponding to the longitudinal axis of the piston rod, if a plug connection between the module and the housing is to be implemented. When installing the module in the housing, knowing the required installation height of the module and the distances or angular distances by counting the locking points overcome, the approximate installation position can be set quickly and without additional aids to determine the installation height.

According to the invention, it is provided that the device disclosed above is used as a tailgate buffer for a vehicle. However, it can also be used as a buffer for a bonnet or other components in a vehicle that can be moved relative to a predominantly stationary component.

The device according to the invention for reducing vibrations of a component which is arranged to be movable relative to a predominantly stationary component allows damping and a restoring force to be set and adapted independently of one another. This can significantly reduce road and engine-induced noise, in particular the low-frequency roaring while driving a vehicle with a tailgate that closes a trunk that is open to the interior of the vehicle.

Through the disclosed design variants, a targeted setting of the damping effect and the amount of the restoring force can be achieved. The device according to the invention can be designed in such a way that it manages with the available installation space from conventional buffer systems and thus does not require any changes to the location of buffer systems. This also allows easy retrofitting.

Unless otherwise stated in the individual case, the various embodiments of the invention mentioned in this application can advantageously be combined with one another.

• 1 eine Schnittdarstellung eines Dämpfungselements 60 in einer beispielhaften Ausgestaltung,
• 2 eine Ansicht der erfindungsgemäßen Vorrichtung 10 in einer Ausgangsposition mit einem Schnittbereich und
• 3 eine Ansicht der erfindungsgemäßen Vorrichtung 10 in einer Wirkungsposition mit einem Schnittbereich.

The invention is explained below in exemplary embodiments with reference to the accompanying drawings. Show it:

• 1 a sectional view of a damping element 60 in an exemplary embodiment,
• 2nd a view of the device according to the invention 10 in a starting position with a cutting area and
• 3rd a view of the device according to the invention 10 in an effective position with a cutting area.

In 1 is the damping element 60 in an exemplary embodiment of the device according to the invention 10 to reduce vibrations of a relatively to a predominantly stationary component 20 movably arranged component 24th shown in a vehicle in a sectional view. It shows 1a the damping element in a neutral construction position, 1b in a sprung position and 1c in an extended position. The device 10 in the in 1 Shown embodiment is to be used as a tailgate buffer for a vehicle. As a predominantly stationary component 20 the body of the vehicle thus results as a movably arranged component 24th the tailgate of the vehicle.

The damping direction D , and thus the direction of movement of the buffer element 50 are marked with an arrow to the right.

The device according to the invention has a buffer element 50 , a damping element 60 and a reset element 70 on. The damping element 60 is with a pressure pipe 62 formed into which a fluid 64 is introduced. Buffer element 50 , Damping element 60 and reset element 70 form an assembly 40 . The housing 30th that the assembly 40 encompasses at least partially, is not shown in this figure for the sake of clarity.

The buffer element 50 is with a piston rod 52 and a buffer head 54 educated. It is also on the piston rod 52 that are at least partially in the damping element 60 is arranged, a pancher plate 56 arranged. It increases the volume and area of the piston rod 52 and thus effects the damping effect in a manner known per se. The resulting movement of the fluid 64 when acting on the damping element 60 is in the left with two arrows 1 illustrated.

The pressure pipe 62 is at both ends of a membrane 72 limits the reset element 70 realized. You are with the piston rod 52 so engaging with her connected (not shown) that she the piston rod 52 can at least partially return from an operative position to a starting position. 1c illustrates the return of the piston rod 52 .

In addition, the pressure pipe 62 with a piston guide 68 which also has a throttle hole 69 has trained. A multi-part embodiment is shown in which the pressure pipe 62 is made in two parts, and the piston guide 68 arranged in between and for example with both parts of the pressure pipe 62 is welded or glued. The throttle hole 69 serves to equalize the pressure in this 1 is illustrated by an arrow to the right, between the chambers thus formed within the pressure tube 62 , and due to its size can also contribute to further influencing the damping effect.

2nd shows an example and greatly simplified another embodiment of the device according to the invention 10 . The one in this 2nd The embodiment shown is shown in a starting position in which no forces or vibrations, and in particular no movably arranged component 24th on the device 10 Act.

Also in 2nd Shown embodiment is to be used as a tailgate buffer for a vehicle.

The device 10 has a housing 30th and an assembly 40 on. The assembly 40 essentially includes that in the 2nd shown lower half of the assembly 40 and envelops them.

The assembly 40 is also in this embodiment with a buffer element 50 , a damping element 60 and a reset element 70 educated. The reset element 70 is shown in the figure on the left side as a view, on the right of the central axis of the assembly 40 the reset element is shown in a sectional view, which allows the buffer element 50 and the damping element 60 to see.

The buffer element 50 is with a piston rod 52 and a buffer head 54 educated.

The damping element 60 that in detail in 1 shown and described is with a pressure pipe 62 in which a fluid 64 is introduced, trained. This in 2nd upward end of the pressure pipe 62 is with a membrane 72 completed the reset element 70 realized, but it can also the end facing downward in the figure with a membrane 72 be limited. The damping element 60 is on a base 46 arranged and connected to this. In the base 46 is in the direction of movement of the piston rod 52 a cavity 48 trained so that the piston rod 52 when taking or reaching the effective position at least partially in the base 46 can be moved in and also the movement of the base 46 facing membrane 72 is not restricted. Alternatively, the damping element 60 be arranged on a spacer sleeve to the movement of the piston rod 52 in the damping direction D to enable. In another alternative, the piston rod 52 have a length with which they are only in the effective position up to approximately in 2nd membrane shown below 72 reaches.

In the damping element 60 is the piston rod 52 introduced in part. This is an active intervention of the buffer element 50 and damping element 60 caused by the forces or vibrations caused by the movably arranged component 24th , in the present example a tailgate, on the buffer element 50 act through the movement of the buffer element 50 in the damping element 60 be entered and damped.

The reset element 70 additionally has a coil spring, which is only shown schematically. Even the coil spring 70 is on the base 46 arranged and runs around the damping element 60 and the buffer element 50 around, but without using the damping element 60 to be in active engagement. The coil spring 70 is only in active engagement with the buffer element 50 by using the buffer head 54 and / or at least partially the piston rod 52 connected or engaged (not shown). So that the coil spring 70 an additional restoring force on the buffer element 50 apply to at least partially move it to the home position when it is in an operative position.

It can be seen that there is an operative connection between the buffer element 50 and damping element 60 , as well as another operative connection between the reset elements 70 and 72 and the buffer element 50 exists, but not between the damping element 60 and reset element 70 respectively 72 . As a result, by selecting suitable parameters, such as the fluid to be used 64 and / or the number and type of membrane (s) 72 , the damping caused, and by the selected spring force of the coil spring 70 the restoring force can be set independently of one another, that is to say with little or no influence on the other property.

For example, as a fluid 64 a silicone oil can be used. Silicone oils have a wide spread of viscosities, so that the damping effect in the pressure pipe 62 is very precisely adjustable.

On the buffer head 54 opposite end of the assembly 40 , in 2nd so below, is a threaded rod 42 arranged in a thread 32 of the housing 30th is screwed in. Also in the threaded rod 42 is a cavity 48 trained to the piston rod 52 to be able to record in the effective position. Inside the thread 32 are surmountable rest points 44 arranged at equal angular intervals. The worker, who is the assembly 40 in the housing 30th screwed in, can be based on the number of locking points overcome 44 to the module's altitude 40 in relation to the housing 30th , and thus also in relation to the predominantly stationary component 20 conclude. The fine adjustment of the altitude is done by screwing, i.e. turning the assembly 40 in the thread 42 , in the direction required for height adjustment.

3rd shows the device in a highly simplified form 10 out 2nd in the operative position. For the sake of clarity, the same components have only been labeled to the extent that they are directly necessary for the description. The housing 30th and the predominantly stationary component 20 have been omitted for the sake of clarity.

In this illustration is the tailgate 24th closed and a force acts in the damping direction marked with an arrow D on the buffer element 50 . This is in the damping element 60 moved into it. In addition, by closing the tailgate 24th the coil spring 70 compressed and thus causes the formation of the restoring force. As a result, the coil spring presses 70 now the buffer element 50 against the tailgate 24th .

When the vehicle is in operation with a device designed in this way 10 low-frequency vibrations, such as those that can be excited by the engine or the road, are effectively reduced because the vibrations can be optimally dampened by selecting a suitable silicone oil. At the same time, the spring force of the coil spring 70 chosen so that the position of the tailgate 24th is firmly defined, and the assembly 40 when opening the tailgate later 24th moved back to its starting position without disturbing noises.

The device as described before 10 can be put together first and then as a whole in the body 20 a vehicle are used or installed. Alternatively, the housing can also be used 30th be installed in the vehicle and the assembly 40 in an additional step into the housing 30th installed, i.e. screwed in with respect to the previously described example and adjusted in height.

Reference list

10th

contraption

20

predominantly stationary component

24th

movably arranged component

30th

casing

32

thread

40

module

42

Threaded rod

44

Rest points

46

base

48

cavity

50

Buffer element

52

Piston rod

54

Buffer head

56

Pancher plate

60

Damping element

62

Pressure pipe

64

Fluid

68

Piston guide

69

Throttle hole

70

Reset element

72

membrane

D

Damping direction

Claims (10)

Device (10) for reducing vibrations of a component (24) arranged to be movable relative to a predominantly fixed component (20) in a vehicle during driving operation with an initial position and an effective position, at least comprising a housing (30) and an assembly (40) , the housing (30) at least partially encompassing the assembly (40), the assembly (40) at least comprising a buffer element (50), formed at least with a piston rod (52) and a buffer head (54) arranged at one end of the piston rod, for defining an end position of the movably arranged component (24) relative to the predominantly stationary component (20) as the effective position, and a damping element (60), which is designed to be in active engagement with the buffer element (50), for receiving components that are movably arranged (24) forces acting on the buffer element (50) in a damping direction (D) in the operative position, thereby causing damping, and a Reset element (70), which is formed in active engagement with the buffer element (50) and by Applying a restoring force at least partially restores the starting position from the operative position, the starting position being defined as the position in which no movably arranged component (24) acts on the buffer element (50), characterized in that the damping element (60 ) caused damping and the restoring force applied by the restoring element (70) can be set independently of one another. Device (10) after Claim 1 , characterized in that the damping element (60) is formed with a pressure pipe (62) in which a fluid (64) is introduced, the piston rod (52) being at least partially inserted into the pressure pipe (62). Device (10) after Claim 2 , characterized in that the pressure tube (62) is delimited at least at one end by a membrane (72) to form the reset element (70). Device after Claim 3 , characterized in that the membrane (72) seals the pressure tube (62) at at least one end. Device (10) according to one of the preceding Claims 2 to 4th , characterized in that the pressure tube (62) is formed with at least one piston guide (68) and at least one throttle hole (69). Device (10) according to one of the preceding claims, characterized in that at least one Panscher plate (56) is arranged on the piston rod (52). Device (10) after Claim 6 , characterized in that an intermediate space formed between the at least one Panscher plate (56) and the pressure pipe (62) is dimensioned to achieve flow friction. Device (10) according to one of the preceding claims, characterized in that the restoring element (70) has a helical spring. Device (10) according to one of the preceding claims, characterized in that the housing (30) has in its interior a thread (32) for receiving a threaded rod (42) arranged on an end of the assembly (40) facing away from the buffer head (54) . Use of a device (10) according to one of the preceding claims as a tailgate buffer for a vehicle.

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