DE102022107879B4 - Striker decoupling for a locking mechanism of a vehicle flap and locking system - Google Patents

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 area

The invention relates to a striker decoupling device for a locking mechanism of a vehicle tailgate that 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 a passenger car, that can be attached to a body via a hinge, comprising the striker decoupling device according to the invention.

In the interior of motor vehicles, especially station wagons, the air inside the vehicle can be stimulated to vibrate simply by the road surface or by driving with the windows open, which in turn can lead to excessive noise levels. This vibration excitation can also be perceived by vehicle occupants as an unpleasant pressure on the ears. This noise is often referred to as a "rumbling" and is particularly prevalent in station wagons.

State of the art

To counteract the rumbling described above, various solutions are known from the prior art in which the striker of the respective tailgate locking system is dampened and decoupled from the body or the tailgate (depending on whether the striker is attached to the body or the tailgate). The decoupling of the striker results in vibration isolation ("decoupling") of the tailgate, which can reduce the rumbling noise.

Common tailgate locking systems consist of a retaining eyelet and a striker. When the tailgate is closed, the retaining eyelet exerts a lateral elastic tensile load on the striker. To ensure effective decoupling, the retaining eyes or strikers must be decoupled within a specific frequency range. In addition, a certain spring force is required to keep the striker and retaining eyelet under tension. This spring force is also referred to as tensile stress. It must be counteracted when the tailgate is closed, i.e., the tailgate must be closed with a certain force or speed. This briefly compresses the seals and stop buffers of the tailgate locking system, allowing the striker to engage the retaining eyelet of the lock. The springback of the seal and stop buffer ultimately pulls the decoupled striker into its coordinated operating range.

Appropriate solutions are available, for example, from DE 100 44 137 A1 and DE 100 62 500 A1 known. In each case, an elastomer is provided for decoupling purposes. This elastomer extends parallel to the trunk floor or the tailgate sheet metal and is therefore subject to shear stress when the vehicle lid is closed and the retaining eyelet snaps into place with the striker. To accommodate this shear stress, the elastomer must be sufficiently thick, which makes the striker very bulky and, in turn, limits the available installation space. In addition, the permanent additional and compressive stresses have a negative impact on the service life, linearity, and stiffness characteristic of the elastomer, and thus on the service life of the entire decoupling arrangement as well as on the closing comfort of the associated vehicle lid. Finally, the known solutions have similar elastomer stiffnesses in the X and Y directions, which makes centering in the Y direction difficult.

Further solutions for decoupling the strikers are, for example, DE 10 2021 101 888 A1 , US 4 470 626 A , DE 10 2016 225 480 A1 , DE 10 2019 102 393 A1 , DE 20 2014 004 125 U1 as well as DE 195 24 160 C1 known.

The invention is therefore based on the object of eliminating the disadvantages of the prior art and providing a striker decoupling device that enables the stress on the elastomer used to be minimized while simultaneously optimizing the use of installation space.

General description

Main features of the invention are defined in claims 1 and 8. Embodiments are the subject of claims 2 to 7.

According to the invention, the object is achieved by a striker decoupling device 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 device can be fastened to the vehicle body or to an end of the vehicle flap opposite the hinge and has a striker, wherein the striker decoupling device also has a decoupling arrangement which comprises a first base body, a second base body and a vibration-damping elastomer body, wherein the elastomer body comprises a base surface and wherein the elastomer body is in a is received in the gap formed between the first base body and the second base 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° when the vehicle lid is closed and in relation to a direction of the tensile load acting on the striker. This is understood to be the angle 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 supporting surface and that the second base body has a second supporting surface, wherein the first supporting surface, the base surface of the elastomer body and the second supporting surface are each bent at two opposite ends essentially at a right angle to form a respective wing section. 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 help of this type of striker decoupling, the striker can be easily decoupled from the vehicle body while 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 reference to the spatial plane in which the direction of the tensile load acting on the striker lies (when the tailgate is closed), the elastomer body is arranged at an angle α of 60° to 120°, in particular essentially perpendicular or vertical. In other words: when the tailgate is closed, the elastomer body, also referred to as the thrust track or occasionally as the rubber track, is arranged vertically to the trunk floor or the sheet metal of the tailgate. In this way, a substantially linear spring characteristic curve can be achieved, which in turn leads to increased closing comfort and better decoupling of the vehicle tailgate. The elastomer body can now be selected in terms of material, thickness, and frequency range so that the associated striker bar decoupling achieves optimal noise insulation in the vehicle interior without having to consider the available installation space to the extent that would be the case with conventional solutions. Finally, the inventive concept requires a smaller installation space. Furthermore, the inventive arrangement ensures a particularly long service life of the striker bar decoupling.

At the same time, the inventive orientation of the base area of the elastomer body (relative to the direction of the tensile load acting on the striker) makes it possible to achieve low stiffness in the X direction while simultaneously saving installation space. The X direction is understood to be the direction that corresponds to the direction of the tensile load acting on the striker of the locking mechanism when the vehicle is closed. The X direction essentially runs in the horizontal plane, with "horizontal" here referring to the orientation of the vehicle. In general, "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 also lies in the horizontal plane. Finally, a Z direction is the direction that runs perpendicular to the X and Y directions and thus lies in the vertical plane (the vertical plane is therefore perpendicular to the horizontal plane).

Accordingly, the striker decoupling device according to the invention can be described in such a way that the thrust track, i.e. the base area of the elastomer body, preferably extends in the Y and Z directions (vertically) when the vehicle lid is closed, whereas the tensile stress runs in the X direction (horizontally). The essentially vertical orientation of the base area of the elastomer body can also be described as perpendicular to the tensile direction. This configuration has the consequence that the stiffness of the elastomer body in the X direction can be lower (softer) than with an elastomer body that extends horizontally. At the same time, the configuration according to the invention allows the use of a relatively thinner elastomer body than is customary in the prior art. The thin elastomer body, in turn, has the advantage that the stiffness of the elastomer body in the Y and Z directions is high (rigid).

Because the elastomer body is no longer subjected to lateral shear stress, it can be made thinner than in the prior art. This advantageous effect, in addition to saving material, results in an overall smaller size, allowing for better use of the available installation space. The fact that the rigidity of the striker decoupling in the X-direction is low, while the rigidity in the Y-direction and in The fact that the Z-direction is high also means that good guidance of the tailgate can be ensured with a single elastomer body. At the same time, the striker decoupling device according to the invention enables a particularly space-saving design of the elastomer body and thus of the entire striker decoupling device, while simultaneously reducing the annoying rumbling noises in the interior of the vehicle. Furthermore, the striker decoupling device according to the invention can effectively prevent the striker from tilting in or against the pulling direction, which increases the service life of the striker decoupling device.

It is not absolutely necessary for the thrust track to run absolutely vertically or perpendicular to the horizontal plane—that is, at a 90° angle to the direction of the tensile load. The advantages of the invention arise from thrust track orientations that approximate the vertical. For the purposes of this disclosure, "approximate the vertical" refers to all orientations of the elastomer body in which the base surface of the elastomer body forms an angle α of 60° to 120° to the horizontal plane of the vehicle.

The striker can, for example, be a U-shaped bent bolt. It is also conceivable that the striker has a stepped offset, so that the bent end of the striker is not aligned with the feet of the striker.

The main purpose of the base bodies is to attach the striker decoupling device to the support structure. They also provide stability to the entire assembly. For this purpose, the base bodies can comprise a metallic material, such as sheet metal. Accordingly, the first base body can also be referred to as the base sheet and the second base body as the striker sheet. However, other materials with a similar hardness to metal are also conceivable. The wing sections provide additional stabilization of the assembly in the Y-direction. The first base body, the second base body, and the elastomer body essentially have the same basic shape, with the first base body being designed 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 therefore 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. The elastomer body can thus be accommodated with a precise 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 gluing.

The first and second base bodies can have holes or bores along their supporting surfaces. The base surface of the elastomer can also have holes or bores. The holes or bores in the base bodies and the elastomer body can be aligned more advantageously if the elastomer body is arranged between the two base bodies. This makes it possible to attach the assembly to the intended support structure, i.e., the vehicle body or tailgate, for example by screwing, particularly using collar screws. The use of collar screws primarily serves as protection against breakage 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 in particular has two such fastening holes. According to a preferred embodiment, the hole or holes for fastening the striker to the decoupling arrangement are only recessed in the second base body. Nevertheless, the elastomer body can have one or more recesses into which the feet of the striker can be inserted. However, fixing the feet to the elastomer body is not preferred. According to a further advantageous embodiment, the supporting surface of the second base body comprises a section that protrudes as a projection, in which at least one of the receiving holes for the striker is recessed. It can be provided that neither the first base body nor the elastomer body have a comparable section or projection.

The ends of the base body and the elastomer body, which are bent into lateral wings, primarily serve to increase the rigidity of the decoupling arrangement along the Y-direction (when closed). This increases the overall stability of the striker decoupling, which contributes to a reliable reduction of the rumbling noises in the vehicle interior. The wing sections can also be essentially designed as triangular structures that taper in a direction away from the arms of the base body. This allows for material savings without sacrificing stability in key areas.

The outer arms and the inner arms extend essentially perpendicular to the direction of the tensile load. According to a preferred embodiment, each outer arm forms an arm pair with an adjacent inner arm, with a free gap being formed between the outer arm and the inner arm of each arm pair. It is also conceivable for the outer arm and the inner arm of a pair of arms to be connected to one another via an elastomer element in a vibration-damping or damping manner. According to a further development, the outer arm, the inner arm, and the elastomer element of each arm pair have a common through-opening. In particular, it can be provided that the striker decoupling has an axle element which is arranged between the arm pairs and which is preferably designed as a pin or stud. Advantageously, one end of the axle element can be received in a through-opening of each of the arm pairs, with the elastomer element connecting the arm pairs to the axle element in a vibration-damping manner. The arm pairs and the axle element mounted between the arm pairs serve primarily to provide additional stabilization for the striker decoupling in the Y and Z directions. Furthermore, they significantly increase rigidity in the Z direction. The elastomer elements, which are located at the ends of the arm pairs farthest from the wings and can, for example, be designed as caps applied to the arm pairs, serve as spacers to maintain the gap formed between an outer arm and an inner arm. This prevents unwanted vibrations of the arms relative to each other. They also prevent the metal parts of the arms and the axle from rattling against each other. Furthermore, the elastomer elements provide additional decoupling for 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 a car, which tailgate is attached to a body via a hinge, comprising a striker decoupling device as described above, wherein the striker decoupling device can be attached to an end of the vehicle tailgate opposite the hinge, and wherein the locking system also comprises a retaining eyelet attached to the body. The retaining eyelet, together with the striker of the striker decoupling device, forms a locking mechanism, for example a snap lock, in which the retaining eyelet snaps into the striker when the vehicle tailgate is closed.

Figures

• 1 in schematischer Darstellung eine erfindungsgemäße Schließbügelentkopplung gemäß einer bevorzugten Ausführungsform;
• 2 in schematischer Darstellung eine Explosionszeichnung einer Schließbügelentkopplung gemäß einer bevorzugten Ausführungsform;
• 3 in schematischer Darstellung einen ersten Querschnitt durch die erfindungsgemäße Schließbügelentkopplung;
• 4 in schematischer Darstellung einen zweiten Querschnitt durch die erfindungsgemäße Schließbügelentkopplung;
• 5 in schematischer Darstellung einen dritten Querschnitt durch die erfindungsgemäße Schließbügelentkopplung;
• 6 in schematischer Darstellung einen vierten Querschnitt durch die erfindungsgemäße Schließbügelentkopplung;

Further features, details, and advantages of the invention will become apparent from the wording of the claims and from the following description of exemplary embodiments with reference to the drawings. They show:

• 1 in schematic representation a striker decoupling device according to the invention according to a preferred embodiment;
• 2 in schematic representation an exploded view of a striker decoupling according to a preferred embodiment;
• 3 in schematic representation a first cross section through the striker decoupling according to the invention;
• 4 in schematic representation a second cross section through the striker decoupling according to the invention;
• 5 in schematic representation a third cross section through the striker decoupling according to the invention;
• 6 in schematic representation a fourth cross section through the striker decoupling according to the invention;

1 shows a schematic representation of a striker decoupling device 1 according to the invention according to a preferred embodiment. 2 shows a schematic exploded view of the same striker decoupling device 1. The 1 and 2 The striker decoupling device 1 shown as an example comprises a decoupling arrangement 3 and a striker 2 attached to the decoupling arrangement 3. The striker 2 can be snapped into a retaining eyelet under an elastic tensile load. As shown in 1 and 2 As shown, 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 essentially made up of three components, namely an outer first base body 4, an inner second base body 5 and an elastomer body 6. The elastomer body 6 is arranged in a gap 8 which is formed between the first base body 4 and the second base body 5. 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 case of the elastomer body 6 and as first support surface 10 and second support surface 11 in the case of the base bodies 4, 5. The elastomer body 6 is preferably connected to the The supporting surfaces 10, 11 of the base bodies 4, 5 are attached, for example by vulcanization or gluing, so that the decoupling arrangement 3 is constructed from three layers: an outer supporting layer (first base body 4), an inner supporting layer (second base body 5), and a rubber layer (elastomer body 6) arranged between them. The two base bodies 4, 5 are preferably made of a hard yet lightweight material, for example, sheet metal.

As in 1 and 2 As shown, the rubber layer, ie the base surface 7 of the elastomer body 6, extends essentially vertically to the direction of the tensile load 9, which acts on the striker 2 when the tailgate is closed. The direction of the tensile load 9 corresponds to the X-direction in 1 and 2 The essentially vertical orientation of the base surface 7 of the elastomer body 6 corresponds to the plane spanned by the Y and Z directions. In the example according to 1 and 2 Thus, the angle α of the base surface 7 of the elastomer body 6 to the direction of the tensile load 9 acting on the striker 2 is essentially 90°.

By implementing the decoupling via an elastomer body 6 (thrust track) designed in this way, the characteristic curve of the elastomer body 6 is as linear as possible, which in turn leads to increased closing comfort. The elastomer body 6 can now be selected so that the associated striker bar decoupling device 2 provides optimal noise insulation in the vehicle interior. At the same time, the available installation space can be utilized as optimally as possible. Furthermore, the arrangement according to the invention ensures a particularly long service life of the striker bar decoupling device 2.

Because lateral shear stress no longer acts on the elastomer body 6, it can be designed thinner than in the prior art. This advantageous effect, in addition to material savings, results in an overall smaller size, allowing for better use of the available installation space. The fact that the rigidity of the striker decoupling element 2 is low in the X direction, but high in the Y and Z directions, also means that good guidance of the tailgate can be ensured with a single elastomer body 6.

Along their supporting surfaces 10, 11, the first and second base bodies 4, 5 may have holes or bores 24. The base surface 7 of the elastomer 6 may also have bores 24. As in 1 and 2 As shown, the bores 24 of the base bodies 4, 5 and the elastomer body 6 can be aligned 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 intended support structure, i.e. to the body or tailgate of a vehicle - for example by screwing, in particular using collar screws 22. The use of collar screws 22 serves primarily as a break protection in the event of overload.

The exemplary 1 and 2 The embodiment of the striker decoupling device 2 according to the invention shown has ends bent into wing sections 12 on the two base bodies 4, 5 and on the elastomer body 6. The wing sections 12 provide additional stabilization and decoupling of the arrangement 3 in the Y direction.

In addition, according to the example from 1 and 2 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. Preferably, an outer arm 13 forms a pair of arms 15a, 15b with an adjacent inner arm 14, wherein the outer arm 13 and the inner arm 14 of each pair of arms 15a, b each extend at a distance 16 from one another, so that a free gap 8 is created.

At their ends remote from the wing sections 12, the outer arm 13 and the inner arm 14 of each pair of arms 15a,b are connected to one another in a vibration-damping and/or damping manner via an elastomer element 17a,b designed as a cap or cover. As shown in particular in 2 As shown, the outer arm 13, the inner arm 14 and the elastomer element 17a,b of each arm pair 15a,b can have a common through-opening 18, wherein the arm pairs 15a,b can be connected to one another via an axis element 19. The axis element 19 is preferably designed as a pin or stud. In this way, the elastomer elements 17a,b can connect the arm pairs 15a,b to the axis element 19 in a vibration-damping manner. The two arm pairs 15a,b and the axis 19 accommodated between them serve primarily as additional stabilization of the striker decoupling 2 in the Y-direction and Z-direction. Undesired vibrations of the arms 13, 14 or the arm pairs 15a,b relative to one another can be avoided.

3 , 4 , 5 and 6 show in schematic representation various cross sections through the striker decoupling device 1 according to the invention. The figures differ only with regard to the selected cross-sectional planes.

In 3 is shown as an example of how the feet 21 of the locking bracket 2 can be arranged on the supporting surface 11 of the second base body 5. For this purpose, the second supporting surface 11 has specially provided receptacles 25 or holes into which the feet 21 of the locking bracket 2 can be inserted and to which they can be fastened in a force-fitting or form-fitting manner - for example by means of clamping, screwing or riveting. In addition, the cross section in 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. According to the example in 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. It can be provided that the feet 21 run through recesses in the elastomer body 6 and bear against the supporting surface 10 of the first base body 4.

The cross-section in 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 support structure by means of a screw 22. For this purpose, it is particularly provided 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 aligned to form a respective bore 24.

The cross-section in 5 shows an exemplary wing section 12 of the elastomer body 6. The wing sections 12 shown are essentially triangular structures that taper in a direction away from the arms 12, 13 of the base bodies 4, 5. This allows for material savings without sacrificing stability at key points.

The cross-section in 6 runs through the axle element 19 and through the two elastomer elements 17a,b, which connect the arm pairs 15a,b to the axle 19 in a vibration-damping and/or damping manner.

The invention is not limited to one of the embodiments described above, but can be modified in many ways.

All features and advantages arising from the claims, the description and the drawings, including design details, spatial arrangements and method steps, may be disclosed both individually and in a wide variety of combinations.

List of reference symbols

1

Striker decoupling

2

locking bracket

3

Decoupling arrangement

4

First basic body

5

Second basic body

6

Elastomer body

7

Floor area

8

gap

9

Direction of tensile load

10

First wing

11

Second wing

12

Wing sections

13

Outer arm

14

Inner arm

15a,b

pair of arms

16

Distance

17a,b

Elastomer element

18

passage opening

19

Axis element

20

Bent end

21

feet

22

collar screw

23

projection

24

Drilling

25

Recording

Claims (8)

Striker decoupling device (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 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) which has a first base body (4), a two th base body (5) and a vibration-damping elastomer body (6), wherein the elastomer body (6) comprises 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 locking bracket (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). Striker decoupling (1) after Claim 1 , characterized in that the base surface (7) of the elastomer body (6) extends, in the closed state of the vehicle flap, substantially perpendicular to the direction of the tensile load (9) acting on the locking bracket (2). Striker decoupling (1) according to one of the Claims 1 or 2 , characterized in that each outer arm (13) forms a pair of arms (15a,b) with an adjacent inner arm (14), wherein there is a distance (16) between the outer arm (13) and the inner arm (14) of each pair of arms (15a,b). Striker decoupling (1) after Claim 3 , characterized 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-damping manner via an elastomer element (17a,b). Striker decoupling (1) after Claim 4 , characterized in that the outer arm (13), the inner arm (14) and the elastomer element (17a,b) of each pair of arms (15a,b) have a common through-opening (18). Striker decoupling (1) according to one of the Claims 3 until 5 , characterized in that the decoupling arrangement (3) also has an axis element (19) which is arranged between the arm pairs (15a,b). Striker decoupling (1) after Claim 6 , characterized in that one end of the axle element (19) is received in a respective through-opening (18) of one 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-damping manner. A locking system for a tailgate attached to a vehicle so as to be hinged open, comprising a striker decoupling device (1) according to any one of the preceding claims, wherein the striker decoupling device (1) is attached to an end of the vehicle tailgate opposite the hinge, and wherein the locking system further comprises a retaining eyelet attached to the body of the vehicle.