EP1754911B1 - Damping device for an undercarriage of a vehicle - Google Patents

Abstract

A primary absorber (110) or spring absorbs the stroke of the wheel set under the chassis of a rail vehicle. An absorption reducer, with an oscillating frequency range lower than the natural frequency of the wheel set stroke, is provided to the primary absorber. The reducer includes a pressure sensor (210) located on one of the primary absorber chambers (140,150), a processor (220), and a controller (250) such as a proportional valve. The controller regulates the pressure (P1,P2) in each chamber, reducing or switching off the absorption effect. Independent claims are included for the following: (1) a rail vehicle; and (2) a method for absorbing the wheel set strokes of a rail vehicle.

Description

The invention relates to a damping method for a bogie of a rail vehicle with a damping element for damping the Radsatzhubbewegung at least one wheel of the chassis.

Such damping methods are used for example in rail vehicles. The Radsatzhubbewegungen the chassis have a large impact on the dynamic vertical forces exerted by the wheels of the rail vehicle on the track or on the rails. The vertical forces, in turn, are of decisive importance for the road load and play a major role in the approval of new rail vehicles. In addition to the licensing problem, vertical forces are important for the track pricing systems currently being introduced, since they significantly determine the costs that have to be paid for each kilometer driven.

The DE 39 187 35 A1 describes a damping method for a motor vehicle. Here, the structure of the vehicle via a spring and a damping element connected in parallel thereto is attached to the wheel axle of the wheel. In the model description, the wheel is also assigned a spring constant. With the help of acceleration sensors, the speed of the vehicle body and a compression speed, ie the speed between the wheel axle and vehicle body, determined and each fed to a filter with variable transfer function. The outputs of the filters are summed together and serve as the setpoint for damping control. The transfer function of the filters is chosen so that both a high driving safety and a comfortable suspension setting is possible.

The DE 196 41 698 C2 also relates to a damping device for a motor vehicle, wherein the damping takes place as a function of exceeding a threshold value of a stroke.

There is therefore a great interest in keeping the dynamic vertical forces as low as possible both in new vehicle designs and in existing vehicles.

The invention is accordingly an object of the invention to provide a damping method that dampens the vertical forces of a vehicle in the best possible way.

This object is achieved on the basis of a damping method of the type specified according to the invention by the characterizing features of claim 1. Advantageous embodiments of the invention are specified in subclaims.

Thereafter, the invention provides that the damping element is equipped with attenuation reducing means which reduce the damping effect of the damping element within a predetermined vibration frequency range below the Hubeigenfrequenz Radsatzhubbewegung the wheelsets of the chassis or completely off.

• Fahrzeugseitig wird das Vertikalkraftniveau zum einen durch die statische Achslast des jeweiligen Fahrzeugs und zum anderen aber auch durch die Abstimmung der Feder-/Dämpfer-Elemente der einzelnen Federstufen des Fahrzeugs bestimmt. In diesem Zusammenhang hat die so genannte vertikale "Primärfederstufe" bzw. der so genannte "Primärdämpfer" den bestimmenden Einfluss auf die Dynamik der vom Fahrzeug ausgeübten Vertikalkraft; die erwähnte "Primärfederstufe" bzw. der erwähnte "Primärdämpfer" bilden Dämpfelemente im Sinne des vorliegenden Anspruchs 1.
• Konkret wurde erfinderseitig festgestellt, dass konventionell ausgeführte vertikale Primärdämpfer speziell bei Schienenfahrzeugen mit Drehgestell die Vertikalkraftdynamik im Bereich der Eigenfrequenz der Drehgestell-Querbewegung und im Bereich der Eigenfrequenz der Drehgestell-Nickbewegung sowie im Frequenzbereich dazwischen deutlich verschlechtern. Dies zeigt die Figur 1 im Detail. In der Figur 1 ist die bei einem Schienenfahrzeug mit Drehgestell auftretende Vertikalkraft beispielhaft im Frequenzbereich zwischen f = 1 Hz und f = 100 Hz dargestellt, und zwar für zwei unterschiedliche Fälle: Die Kurve 10 zeigt den Verlauf der Vertikalkraft für ein Drehgestell, das mit einer üblichen Dämpfungsverfahren mit einer üblichen vertikalen Primärfederstufe zur Dämpfung der Radsatzhubbewegung ausgestattet ist; im Vergleich dazu zeigt die Kurve 20 den Vertikalkraftverlauf für ein Drehgestell, bei dem die Primärfederstufe zur Dämpfung der Radsatzhubbewegung ersatzlos fehlt.

A significant advantage of the damping method according to the invention is the fact that in this case the vertical forces are particularly effectively reduced. In fact, it has been found by the inventor that the damping elements known for damping the wheel set strokes in the frequency spectrum below the frequency of the wheelset lifting movement partially increase the vertical forces that occur and are thus more harmful than useful in this frequency range; on the other hand, the damping elements for reducing the Radsatzhubbewegungen can not be omitted without replacement, because the amplitudes of Radsatzhubbewegung would be too large at the wheelset Hubeigenfrequenz otherwise. This will be briefly clarified below:

• On the vehicle side, the vertical force level is determined on the one hand by the static axle load of the respective vehicle and on the other hand also by the vote of the spring / damper elements of the individual spring stages of the vehicle. In this context, the so-called vertical "primary spring stage" or the so-called "primary damper" has the decisive influence on the dynamics of the vertical force exerted by the vehicle; the mentioned "primary spring stage" or the mentioned "primary damper" form damping elements in the sense of the present claim 1.
• Specifically, it has been determined by the inventor that conventional vertical primary dampers, especially in rail vehicles with bogies, the vertical force dynamics in the Natural frequency of the bogie transverse movement and worsen significantly in the range of the natural frequency of the bogie pitching movement and in the frequency range in between. This is shown in FIG 1 in detail. In the FIG. 1 is the vertical force occurring in a bogie with bogie example shown in the frequency range between f = 1 Hz and f = 100 Hz, for two different cases: The curve 10 shows the course of the vertical force for a bogie, with a conventional damping method with a usual vertical primary spring stage for damping the Radsatzhubbewegung is equipped; In comparison, the curve 20 shows the vertical force curve for a bogie, in which the primary spring stage for damping the Radsatzhubbewegung lacking replacement.

It can be seen that due to the absence of the primary spring stage, a significant increase in the vertical force at the natural frequency of Radsatzhubbewegung - in the example according to the FIG. 1 at f3 = approx. 30 Hz - occurs; It can also be seen that in the range below the natural frequency of Radsatzhubbewegung the frequency response without primary spring is better than primary spring, since the vertical forces occurring without the primary spring at frequencies below the Hubeigenfrequenz the Radsatzhubbewegung are smaller than in the presence of the primary spring. In the FIG. 1 This effect is seen, for example, at the natural frequency of the bogie transverse movement f1 = approximately 3-4 Hz and at the natural frequency of the bogie pitch movement f2 = approximately 8 -9 Hz as well as for the frequency range between these two natural frequencies f1 and f2; for these natural frequencies f1 and f2 as well as for the frequency range between these two natural frequencies f1 and f2, the primary spring stage significantly worsens the behavior of the damping methods.

At this point, the invention begins by the inventor proposed to reduce the primary spring stage or generally the damping element for damping the Radsatzhubbewegung the chassis frequency selective in the damping effect or off. The result is then a vertical force distribution achieved in which the vertical force below the wheelset Hubeigenfrequenz corresponds to the case without primary spring stage and in which corresponds to the vertical force at the relevant Radsatz-Hubeigenfrequenz the case with primary spring stage. As a result, the occurring vertical force for frequencies below the Radsatz-Hubeigenfrequenz is significantly reduced by the attenuation reducing agent according to the invention.

The damping method according to the invention is used for damping a bogie of a rail vehicle and is specially adapted for it. In this case, the damping reduction means are designed in such a case that they reduce the damping effect of the damping element at least for the natural frequency of Nickeigenbewegung the bogie and / or for the natural frequency of the transverse movement of the bogie and / or for the frequency range between the natural frequencies of the pitching movement and the transverse movement or completely switch off.

According to the invention, the damping reduction means reduce the damping effect of the damping element in a frequency band which includes the natural frequency of Nickeigenbewegung the bogie and the natural frequency of the transverse movement of the bogie, or turn off the damping effect completely. For this purpose, the frequency band of the lowest and the highest natural frequency of the bogie is limited; Preferably, the frequency band covers a frequency range between 1 Hz and 25 Hz or at least a frequency range between 3 Hz and 20 Hz.

According to an advantageous embodiment of the damping method, it is provided that the damping element is formed by a primary damper, in particular a primary spring stage.

Preferably, the damping reducing means are designed such that they the damping effect of the damping element in reduce a frequency range at least between 2 and 10 Hz or completely switch off.

The damping method may for example be designed specifically for a chassis of a double-springed rail vehicle.

According to a first particularly preferred advantageous variant of the damping method is provided that the damping element comprises two damper chambers, which are each filled with a gas or a liquid and are in a flow connection by means of a throttle.

The damping reduction means preferably comprise the following components: a pressure sensor for at least one of the two damper chambers, a control device processing the pressure values of the pressure sensor and an actuator connected to the control device, which converts control signals of the control device by influencing the pressure in at least one of the two damper chambers.

The damping reducing means preferably comprise a correction filter connected to the pressure sensor and to the control device, into which the measured values of the pressure sensor are fed and from which they are filtered to form desired values, wherein the control device controls the actuator in such a way and the actuator influences the pressure in such a way, that the measured values of the pressure sensor are brought to the setpoint values.

The pressure sensor, the control device and the actuator can form, for example, a closed control loop.

The correction filter preferably forms the setpoint values by attenuating the measured values of the pressure sensor in the predetermined oscillation frequency range more than outside the predetermined oscillation frequency range. For example, that is Correction filter in the predetermined oscillation frequency range for the measured values of the pressure sensor impermeable and permeable outside the predetermined oscillation frequency range for the measured values of the pressure sensor.

The actuator is preferably formed by a pump and / or a proportional valve. Alternatively, the liquid can have an electrically influenceable viscosity and the actuator can influence the frequency behavior of the damping element by changing the viscosity of the liquid.

Preferably, a pressure sensor and an actuator are provided for each of the two damper chambers; this makes it possible to operate the two damper chambers in opposite directions or in opposite directions, whereby the speed of the correction control can be increased.

According to a second particularly preferred advantageous variant of the damping method, it is provided that the damping element has two damper chambers which are each filled with a gas or a liquid and are fluidly separated by a liquid-impermeable and / or gas-impermeable, mechanically displaceable partition member, that a measuring sensor (or Converter), which generates a measuring signal which detects the mechanical displacement movement of the separating element, that a regulating device is in communication with the measuring sensor which processes the measuring signal of the measuring sensor and generates control signals, and in that an adjusting element connected to the regulating device is present for each damping chamber is, wherein the actuators implement the control signals of the control device by influencing the pressure values of the two damper chambers in opposite directions.

The control device preferably has a Fourier transformation device, a correction filter connected to the Fourier transformation device and one with the correction filter and the measuring sensor connected to evaluation. The Fourier transformation device is designed such that it converts the time-related measurement signal of the measurement sensor into a frequency-related output signal; the evaluation device generates a frequency-related control signal with the frequency-related measurement signal of the measurement sensor and with the filtered output signal of the correction filter, converts the frequency-related control signal back into a time-related control signal and generates with it the control signals for the two actuators.

Also in this second advantageous embodiment, the actuators may be formed by pumps and / or proportional valves.

Preferably, the damping reduction means are structurally designed such that the resulting damping method fits without changes to the vehicle in the available space for conventional damping methods.

The invention also relates to a rail vehicle equipped with a chassis and with a damping method, with which the above-described damping method is feasible. In such a rail vehicle per chassis or per bogie, for example, four damping methods are present, which preferably operate independently from each other.

Figur 2

ein erstes Ausführungsbeispiel einer erfindungsge- mäßen Dämpfungsverfahren mit einem drosselbehafte- ten Dämpfelement,

Figur 3

ein zweites Ausführungsbeispiel einer erfindungsge- mäßen Dämpfungsverfahren mit einem drossellosen Dämpfelement und

Figur 4

den Aufbau einer Regeleinrichtung der Dämpfungsver- fahren gemäß Figur 3 im Detail.

The invention will be explained below with reference to exemplary embodiments. Showing:

FIG. 2

A first embodiment of a damping method according to the invention with a throttle-mounted damping element,

FIG. 3

A second embodiment of an inventive damping method with a throttleless damping element and

FIG. 4

the structure of a control device of the damping method according to FIG. 3 in detail.

In the Figures 2 and 3 For identical or comparable components, the same reference numerals are always used.

In the FIG. 2 can be seen a damping method 100 with a damping element 110 for damping the lifting movement in the FIG. 2 not shown wheel set of a bogie of a rail vehicle. For this purpose, the damping element 110 is equipped with a housing 120 which is firmly connected to the vehicle. A piston rod 130 of the damping element 110 is connected to the bogie of the rail vehicle and thus causes a damping of the bogie and thus the wheelsets of the bogie with respect to the rail vehicle.

Within a first, in the FIG. 2 left damper chamber 140 of the damping element 110 is a damper fluid with the pressure P1. The damper chamber 140 is of a in the FIG. 2 right, second damper chamber 150 separated by a liquid-permeable separator 160. The liquid-permeable separating member 160 allows a flow connection between the two damper chambers 140 and 150. The separating member 160 is rigidly connected to the piston rod 130 of the damping element 110 and can be displaced by this.

The liquid-permeable partition member 160 causes a throttle function and thus allows movement of the piston rod 130 and the partition member 160 along the longitudinal direction of the housing 120. The throttle effect is in the FIG. 2 schematically represented by a block with the reference numeral 200.

Within the damper chamber 140, a pressure sensor 210 is included, which measures the actual pressure P1 within the damper chamber 140. The corresponding measuring signal is in the FIG. 2 by the reference numerals _P (ω) denotes; By referring to the frequency ω, it is made clear that the measurement signal P _{ist is} a frequency-dependent measured variable. The measured value P _is (ω) reaches an input E220a of a control device 220 in which the measured value P _ist (ω) is processed.

In addition, a correction filter 230, which has a band-stop filter function, is connected to the pressure sensor 210; that is, the correction filter 230 is transmissive for frequencies ω <ω1, opaque for the frequency range ω1 <ω <ω3, and transmissive for frequencies ω> ω3. At the output A230 of the correction filter 230, setpoint values P _soll (ω) thus arise, which arrive at a further input E220b of the control device 220.

In the control device 220, the measured values P _ist (ω) present on the input side as well as the setpoint values P _soll (ω) are processed, and a control or regulating signal ST for generates an actuator 250, which is the input side connected to the output A220 of the control device 220. The actuator 250 includes two in the FIG. 2 not shown, working in opposite directions or in opposite directions proportional valves, depending on the control signal ST, the pressure P1 in the damper chamber 110 by ΔP1 increase or decrease and correspondingly in the second damper chamber 150, the pressure P2 corresponding to ΔP2 = -ΔP1 or decrease . increase.

The pressure increase or decrease in pressure in the two damper chambers 140 and 150 takes place such that for frequencies ω1 <ω <ω3, the damping element 110 has virtually no damping effect. For this purpose, the control device 220 regulates the control signal ST in such a way that the deviation between the measured value P _ist (ω) and the setpoint value P _soll (ω) becomes as small as possible or as zero as possible.

The pressure sensor 210, the control device 220 and the actuator 250 thus form a closed control loop or closed loop, which causes the pressure values P1 and P2 in the two damper chambers 140 and 150 to be readjusted for frequencies ω1 <ω <ω3 such that the piston rod 130 for these frequencies ω1 <ω <ω3 quasi loss-free within the housing 120 of the damping element 110 is displaceable. For these frequencies, the damping element 110 thus forms no or virtually no damping effect.

Corresponds to ω3 of the Hubeigenfrequenz the Radsatzhubbewegung the bogie, the pressure sensor 210, the controller 220 and the actuator 250 illustratively form damping reducing means 260, the damping effect of the damping element 110 reduce or completely switch off within a vibration frequency range ω1 <ω <ω3 below the Hubeigenfrequenz ω3 the Radsatzhubbewegung ,

To ensure the described behavior of the actuator 250 for the frequency range between ω1 and ω3, the two arranged within the actuator 250 proportional valves on a sufficient bandwidth; this means that within the frequency band between ω1 and ω3 they can build up the corresponding pressure values ΔP1 (ω) and ΔP2 (ω) for the two pressure chambers 140 and 150.

In the FIG. 3 a second embodiment of a damping device 100 according to the invention is shown. In this damping device, the movement or the travel S of the piston rod 130 within the housing 120 of the damping element 110 by means of a displacement sensor 300 is measured time-dependent. The corresponding measured values S (t) reach the control device 220, in which the time-related measuring signal S (t) is further processed. The control device 220 generates a control signal ST for the actuator 250, which acts on the damping element 110, as a function of the time-related measured values S (t).

The actuator 250 according to FIG. 3 works like the actuator 250 according to the FIG. 2 and, on the output side, generates pressure values ΔP1 and ΔP2 that influence the pressure P1 in the first damper chamber 140 and the pressure P2 in the second damper chamber 150. In contrast to the embodiment according to FIG. 2 is in accordance with the damping device 100 FIG. 3 the isolator 160, which is attached to the piston rod 130, liquid impermeable, so that no flow connection between the two damper chambers 140 and 150 is made.

The control device 220 according to FIG. 3 as well as their function is in the FIG. 4 shown in detail. It can be seen that the control device 220 on the input side has a Fourier transformation device 400, in which the time-related measurement signal S (t) is converted into a frequency-related output signal S (ω). On the output side, with the Fourier transformation device 400, there is an input E410a of an evaluation device 410, whose further input E410b is connected to a correction filter 430. The correction filter 430 is also supplied with the frequency-related output signal S (ω) of the Fourier transform device 400 on the input side.

The evaluation device 410 forms a controller which generates the control signal ST in such a way that the deviation between the filtered, frequency-related output signal S '(ω) and the unfiltered, frequency-related output signal S (ω) becomes as small as possible. As a result, the control signal ST thus ensures that the pressure P1 in the damper chamber 140 and the pressure P2 in the second damper chamber 150 is influenced by means of the actuator 250 such that a piston rod deflection at a frequency ω1 <ω <ω3 virtually no restoring force within the Damping element 110 learns. For the frequency range ω1 <ω <ω3, the damping element 110 is thus virtually ineffective.

For the remaining frequency ranges ω <ω1 and ω> ω3, the control device 220 can furthermore be designed in such a way that the control signal ST generates a predetermined damping behavior for these frequencies as well. Such a frequency-dependent control signal "ST (ω)" for the frequency ranges ω <ω1 and ω> ω3 can be generated, for example, by virtue of the fact that the correction filter 430 has a corresponding filter characteristic for these frequency ranges.

Alternatively, the desired damping behavior of the damping device 100 for the other frequency ranges ω <ω1 and ω> ω3 - or instead also for the entire frequency spectrum - can be stored in a control table permanently fixed in the evaluation device 410. Such a control table can be generated, for example, such that the desired damping behavior of the damping device 110 is frequency-dependent and then tabular is held or stored, for example in electronic memory modules. In this case, the correction filter 430 could even be dispensed with, because its function would be taken over by the evaluation device 410.

The damping device 100 according to the FIG. 3 is a quasi-freely programmable damping device, in which the frequency response from the outside by means of the correction filter and / or a damping table can be specified virtually arbitrary. The free programming of the damping device 100 is made possible or simplified by the fact that the separating member 160 between the two damping chambers 140 and 150 is liquid impermeable and insofar as the damping element 110 imposes no own frequency response. The frequency behavior of the damping element 110 can thus be determined exclusively by the actuator 250 or by the specific embodiment of the control device 220.

Corresponds to ω3 the Hubeigenfrequenz the Radsatzhubbewegung the bogie of the vehicle, so form the displacement sensor 300, the controller 220 and the actuator 250 damping reduction means 260, the damping effect of the damping element 110 reduce or completely within a vibration frequency range ω1 <ω <ω3 below the Hubenigenfrequenz ω3 the Radsatzhubbewegung switch off.

In connection with the two exemplary embodiments explained above, bandpass filters have been proposed by way of example to set the desired damping behavior; Of course, low-pass filters, high-pass filters and band-stop filters or combinations thereof can be used to set a predetermined damping behavior.

Claims (19)

1. Damping method for a bogie of a rail vehicle, in which a shock-absorbing element (110) damps the reciprocating movement of at least one wheelset of the bogie,
   characterized
   in that the shock-absorbing element (110) is provided with damping-reduction means (260) which reduce or completely eliminate the damping effect of the shock-absorbing element within a predefined oscillation frequency range (ω1 < ω < ω3) below the natural frequency (f3) of the reciprocating movements of the wheelset of the bogie and at the same time in a frequency band between the lowest natural frequency and the highest natural frequency of the bogie.
2. Damping method according to Claim 1, characterized in that the shock-absorbing element is formed by a primary shock absorber, in particular a primary spring stage.
3. Damping method according to one of the preceding claims, characterized in that the damping-reduction means reduce or completely eliminate the damping effect of the shock-absorbing element in a frequency range at least between 2 and 10 Hz.
4. Damping method according to one of the preceding claims, characterized in that the damping-reduction means reduce or completely eliminate the damping effect of the shock-absorbing element in a frequency band between 1 Hz and 25 Hz, preferably a frequency band between 3 Hz and 20 Hz.
5. Damping method according to one of the preceding claims, characterized in that the damping method is configured for a set of running gear of a double-sprung rail vehicle.
6. Damping method according to one of the preceding claims, characterized in that the shock-absorbing element has two shock absorber chambers (140, 150) which are each filled with a gas or a liquid and are fluidically connected by means of a throttle (160, 200).
7. Damping method according to Claim 6, characterized in that the damping-reduction means comprise the following components:

   - a pressure sensor (210) for at least one of the two shock absorber chambers (140),

   - a closed-loop control device (220) which processes the pressure value (P_act(ω)) of the pressure sensor, and

   - an actuator element (250) which is connected to the closed-loop control device and converts the closed-loop control signals (ST) of the closed-loop control device by influencing the pressure (P1, P2) in at least one of the two shock absorber chambers.
8. Damping method according to one of the preceding Claims 6 or 7, characterized in that the damping-reduction means have a correction filter (230) which is connected to the pressure sensor and to the control device and into which the measured values of the pressure sensor are fed and by which said values are filtered to form setpoint values (P_set(ω)), wherein the closed-loop control device controls the actuator element, and the actuator element influences the pressure, in such a way that the measured values of the pressure sensor are approximated to the setpoint values.
9. Damping method according to Claim 8, characterized in that the pressure sensor, the closed-loop control device and the actuator element form a closed control loop.
10. Damping method according to one of the preceding Claims 11 to 12, characterized in that the correction filter forms the setpoint values by damping the measured values of the pressure sensor to a greater degree in the predefined oscillation frequency range than outside the predefined oscillation frequency range.
11. Damping method according to Claim 10, characterized in that the correction filter does not transmit the measured values of the pressure sensor in the predefined oscillation frequency range and transmits the measured values of the pressure sensor outside the predefined oscillation frequency range.
12. Damping method according to one of the preceding Claims 7 to 11, characterized in that the actuator element has a pump and/or a proportional valve.
13. Damping method according to one of the preceding Claims 10 to 14, characterized in that the liquid has a viscosity which can be influenced electrically, and the actuator element influences the frequency behaviour of the shock-absorbing element by changing the viscosity of the liquid.
14. Damping method according to one of the preceding Claims 10 to 16, characterized in that a pressure sensor and an actuator element are respectively provided for each of the two shock absorber chambers.
15. Damping method according to Claim 14, characterized in that the closed-loop control device actuates the two actuator elements in opposite directions.
16. Damping method according to one of the preceding Claims 1 to 9, characterized in that

    - the shock-absorbing element (110) has two shock absorber chambers (140, 150) which are each filled with a gas or a liquid and are fluidically separated from one another by a dividing element (160) which is impermeable to liquid and/or gas and can be displaced mechanically,

    - a transducer (300) is present which generates a measurement signal which registers the mechanical displacement movement of the dividing element,

    - a closed-loop control device (220) is connected to the transducer, processes the measurement signal of the transducer and generates a closed-loop control signal (ST), and

    - an actuator element (250) is present which is connected to the closed-loop control device and converts the closed-loop control signal of the closed-loop control device by influencing the pressure values of the two shock absorber chambers in opposite directions.
17. Damping method according to Claim 16, characterized in that the closed-loop control device (220) has a Fourier transformation device (400), a correction filter (430) which is connected to the Fourier transformation device, and an evaluation device (410) which is connected to the correction filter and to the transducer,

    - wherein the Fourier transformation device is configured in such a way that it converts the time-related measurement signal (S(t)) of the transducer into a frequency-related output signal (S(ω)), and

    - wherein the evaluation device is configured in such a way that, with the frequency-related output signal of the Fourier transformation device and with the filtered output signal (S'(ω)) of the correction filter, it generates the closed-loop control signal (ST) for the actuator element.
18. Damping method according to Claim 17, characterized in that with the frequency-related output signal of the Fourier transformation device and with the filtered output signal (S'(ω))) of the correction filter the evaluation device firstly generates a frequency-related open-loop control signal, converts the frequency-related open-loop control signal back into a time-related open-loop control signal and uses the latter as a closed-loop control signal (ST) for the actuator element.
19. Damping method according to Claim 17 or 18, characterized in that the actuator element (250) has pumps and/or proportional valves.

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