Damping device for damping vibrations on a vehicle, and vehicle

Abstract

The invention relates to a damping device for damping vibrations on a vehicle, having a first supporting structure (20), which can be fastened to the vehicle, for mounting a first absorber mass (26) that is carried along with the vehicle and is mounted on the first supporting structure (20) so as to be movable in at least one first spatial direction (H; L; Q), and wherein at least one first damping element (23a-d; 28a, 28b; 30a, 30b; 32a, 32b; 34a 34b) which damps the movement of the first absorber mass (26) in the first spatial direction (H; L; Q) is provided between the first supporting structure (20) and the first absorber mass (26). The invention achieves the object of enabling improved damping or absorption of vibrations of different modes occurring on the vehicle and in different spatial directions with at the same time low technical complexity and a weight-saving design. This object is also achieved in that the damping device is provided with at least one second support structure, which can be fastened to the vehicle, for mounting a second absorber mass carried along with the vehicle, wherein the second absorber mass is mounted movably in at least one second spatial direction (H; L; Q) on the second support structure, and wherein at least one second damping element (23a-d; 28a, 28b; 30a, 30b; 32a, 32b; 34a, 34b) damping the movement of the second absorber mass in the second spatial direction (H; L; Q) is provided between the second support structure and the second absorber mass.

Description

[0001] 2024P045 DE

[0002] Damping device for damping vibrations on a vehicle as well as vehicle

[0003] The invention relates to a damping device for damping vibrations on a vehicle according to the preamble of claim 1 and to a vehicle according to the preamble of claim 18.

[0004] Damping devices for vehicles, designed to dampen unwanted vibrations caused by various factors, have long been known in the art. To save weight, existing vehicle components are often used, such as vehicle batteries due to their high specific gravity, meaning they offer large damping masses while occupying a compact installation space.

[0005] DE 38 20 678 A relates to a device for reducing body vibrations, particularly in the range of maximum vibration levels in motor vehicles, which features a vibration damper in the form of the vehicle battery that is elastically mounted to the vehicle body. The design ensures that the vibration damper oscillates only in the main direction of the body vibrations and at the same frequency. Thus, only the damping of a specific vibration in a predetermined direction takes place.

[0006] DE 43 40 007 Al relates to a mounting for a vehicle battery which, together with its support on the vehicle, forms an elastic intermediate element between the battery and the vehicle of such elasticity that, together with the mass of the battery, it forms a damping arrangement that counteracts the disturbing vehicle vibrations. Here, too, the arrangement shown only enables the damping of a specific vibration.

[0007] DE 100 54 323 Al relates to a battery vibration damper, with a receiving device for the battery, which is suspended in a vehicle-mounted bracket with decoupling elements, wherein this is each between two points in Z-2024P045 DE

[0008] The decoupling elements are arranged in the direction extending along the wall sections of the receiving device and the bracket. To reduce torsional vibrations of the vehicle body, in particular, a decoupling element is arranged on each side of the battery. Each decoupling element allows movement of the receiving device relative to the bracket in the Z-direction and largely prevents movement perpendicular to it. Here, too, the vibration damping is intended to act specifically in a predetermined direction and prevent movement in other directions.

[0009] DE 102 01 925 A relates to a vibration damper in motor vehicles with an electric battery attached to the vehicle body via spring elements as the damping mass, wherein the spring elements have a spring characteristic with at least two essentially linear characteristic curve sections, the second of which has a higher stiffness than the first characteristic curve section. This serves to enable the use of standard batteries instead of vibration-resistant batteries and to initially allow soft damping, which then transitions to harder damping at larger battery deflections by means of a stiffer spring constant, thus preventing the battery from hitting its end stops.

[0010] DE 10 2018 205 745 A relates to a damping device for a vehicle, comprising a heavy electrical component that actively influences the vehicle's vibration characteristics. The damping device is connected to a driver that adjusts the damping device according to a driving mode. This design enables active damping of vibrations in different driving modes of the vehicle, requiring a significant amount of sensors and actuators.

[0011] All the vibration dampers presented above have in common that the damping is optimized for only one vibration mode or frequency, possibly for different driving modes, but not for different vibration modes in different spatial directions.

[0012] The invention is therefore based on the objective of enabling improved damping or cancellation of vibrations of different modes and in different spatial directions occurring in a vehicle, while simultaneously requiring minimal technical effort and a weight-saving design. 2024P045 DE

[0013] The invention solves this problem with a damping device for damping vibrations in a vehicle with the features of claim 1 and a vehicle with the features of claim 18. Preferred embodiments and advantageous further developments are specified in the dependent claims.

[0014] A damping device as described above is characterized according to the invention in that at least one second support structure, attachable to the vehicle, is provided for mounting a second damping mass carried with the vehicle, wherein the second damping mass is movably mounted on the second support structure in at least one second spatial direction, and wherein at least one second damping element, which dampens the movement of the second damping mass in the second spatial direction, is provided between the second support structure and the second damping mass. Several vibration modes and vibration types can be easily damped by means of the two damping masses and the damping elements that dampen their movement.

[0015] Advantageously, the first and second spatial directions can be the same, which particularly dampens different vibration modes acting in the same direction. Alternatively, the first and second spatial directions can also be different, which advantageously dampens vibrations acting in different spatial directions.

[0016] Preferably, the spatial directions can correspond to a vertical, longitudinal, and / or transverse direction of the vehicle. Preferably, the vertical direction can be perpendicular to the longitudinal direction, and the transverse direction can be perpendicular to the vertical and / or longitudinal direction.

[0017] Preferably, additional support structures can be provided, on which further damping masses are movably mounted in at least one spatial direction. This allows further vibration modes and forms to be damped. Advantageously, the spatial directions in which the additional damping masses are movably arranged on the further support structures can be the same for several or all of the additional damping masses. If the damping masses act in the same spatial direction, then higher-order vibration modes can also be advantageously damped. 2024P045 DE

[0018] If one or more of the damping masses are additionally mounted on the respective supporting structure in a spatial direction different from the direction in which they are movably mounted, vibrations in different spatial directions can advantageously be damped using only one damping mass. With multiple damping masses, different vibration modes and waveforms can then be damped in the different spatial directions while maintaining a compact and simple design.

[0019] Furthermore, an additional damping element can advantageously be provided between the supporting structure and the associated damping mass, providing damping in a wider spatial direction. This element allows the damping properties for this direction to be adjusted or influenced. Preferably, the wider spatial direction and the first and / or second spatial direction can be the same, so that the additional damping masses can further influence the damping properties in this direction. Alternatively, the wider spatial direction and the first and / or second spatial direction can be different, allowing for additional damping of vibrations acting in this wider spatial direction.

[0020] Advantageously, stops can be provided on one or more of the support structures to limit the movement of the respective damping mass movably arranged on the support structure, at least in one direction oriented towards its spatial direction and / or in the opposite direction. Damping elements can also be arranged at some or all of the stops.

[0021] Preferably, one or more of the supporting structures can be connected to each other, in particular forming a single unit, which leads to a compact design that is easy to assemble.

[0022] Furthermore, preferably one or more of the damping masses can each be arranged on a support which is movably arranged on the respective supporting structure in the respective spatial direction of the damping mass in question. This allows the 2024P045 DE, which usually consists of a component of the vehicle, for example a vehicle battery, to be moved.

[0023] The damping mass can be easily connected to the supporting structure. This also facilitates the replacement of components, such as the vehicle battery, without having to disconnect the movable connection.

[0024] The support can advantageously be arranged in a sled that is movable in the respective spatial direction and attached to the respective supporting structure. If necessary, the support, and in particular the sled, can also be arranged in several spatial directions and attached to the supporting structure.

[0025] Preferably, the damping material is a component carried with the vehicle, in particular a vehicle battery and / or fuel storage tank. Alternatively, different types of vehicle components or parts can also be advantageously used as damping materials.

[0026] Preferably, the damping elements of the different absorber masses exhibit different damping properties, making the damping characteristics particularly adjustable for different vibration modes and waveforms. Furthermore, the damping elements of the different absorber masses can have damping properties adapted to the specific vibration to be damped, especially different vibration modes and waveforms. Advantageously, the damping properties of damping elements for different absorber masses can be matched to each other, allowing them to be particularly well adapted to different vibration modes and waveforms.

[0027] A vehicle of the aforementioned design is characterized according to the invention in that the vehicle has a damping device as described above and below and defined in the claims, wherein the first support structure and the second support structure are attached to the chassis and / or the body shell. Preferably, the damping device can be arranged on a roof structure of the body shell. Furthermore, the damping masses can advantageously be formed by vehicle batteries, vehicle batteries combined into battery units, and / or fuel storage devices. Furthermore, the vehicle can preferably be an electrically and / or fuel-powered land vehicle, in particular a bus or truck. 2024P045 DE

[0028] Further features and advantages of the invention will become apparent from the following description of a preferred embodiment with reference to the drawings. These show:

[0029] Fig. 1 shows a three-dimensional oblique view of the unfinished frame of a touring coach;

[0030] Fig. 2 shows a three-dimensional oblique view of the shell structure from Fig. 1 with a first mode of a roof flexure shape acting primarily in a vertical direction, in a highly exaggerated representation;

[0031] Fig. 3 shows a side view of the structural frame from Fig. 2 with a damping device arranged on the roof with several damping units and a counter-oscillation against the roof oscillation mode of the first mode from Fig. 2 caused by a second damping unit;

[0032] Fig. 4 shows a three-dimensional oblique view of the shell structure from Fig. 1 with a second mode of a roof flexure shape acting primarily in the vertical direction, in a highly exaggerated representation;

[0033] Fig. 5 shows a side view of the structural frame from Fig. 4 with a damping device arranged on the roof with several damping units according to Fig. 3 and counter-oscillations against the roof oscillation mode of the second mode from Fig. 4 caused by a first, fourth and sixth damping unit;

[0034] Fig. 6 shows a three-dimensional oblique view of the body shell from Fig. 1 with a lateral bending vibration shape acting mainly transversely to the longitudinal direction of the vehicle in a highly exaggerated representation;

[0035] Fig. 7 shows the three-dimensional oblique view from Fig. 6 with a damping device arranged on the roof, comprising several damping units according to Figs. 3 and 5, and a counter-vibration against the bending mode from Fig. 6 caused by the third, fourth, and fifth damping units; 2024P045 DE

[0036] Fig. 8 shows a schematic front view of a damping unit from Fig. 3;

[0037] Fig. 9 shows a schematic top view of the damping unit from Fig. 3.

[0038] Fig. 1 shows a three-dimensional oblique view of the bare frame 2 of a coach 1, which extends primarily in a longitudinal direction L parallel to a direction of travel. A vertical direction H is perpendicular to the longitudinal direction L, and a transverse direction Q is perpendicular to both the vertical direction H and the longitudinal direction L.

[0039] The basic frame 2 comprises a front structure 3 and a rear structure 4, which are connected via a longitudinally extending substructure 5, the left and right side structures 6, 7 extending upwards in a vertical direction H, and a roof structure 8. These components are preferably formed by welded and / or bolted steel or aluminum profiles and are subsequently clad with side walls and roof walls, fitted with interior fittings, electrical components, etc., and connected to the chassis (not shown). Other manufacturing and design possibilities are well known to those skilled in the art.

[0040] The right and left side structures 6, 7 have a large number of side supports 9 running essentially in the vertical direction H and side longitudinal beams 10 running essentially in the longitudinal direction L.

[0041] The roof structure 8 has a multitude of roof crossbeams 11 extending essentially in a transverse direction Q perpendicular to the longitudinal direction L and vertical direction H, and a multitude of roof longitudinal beams 12 extending essentially in the longitudinal direction L.

[0042] As can be seen in particular from Figs. 3, 5 and 7, different areas of the structural frame 2 can be set into vibration by external excitations in a manner known per se and can be excited in different modes and different spatial directions, whereby the effects shown are greatly exaggerated.

[0043] In principle, such vibrations can be reduced in a manner known per se by the use of damping masses attached to the vehicle or by the special mounting of components already arranged on the vehicle, whereby, as described above, typically only individual vibrations in individual spatial directions are eliminated.

[0044] In the present case, however, vibration damping is advantageously achieved by damping units 13 to 19 mounted on and against the roof structure 8, which are here exemplified as battery units, as shown, inter alia, in Figures 3, 5 and 7 and illustrated in detail in Figures 8 and 9. The damping units 13 to 19 are numbered consecutively in the longitudinal direction L, starting from the front structure 3, and are thus designated as first damping unit 13, second damping unit 14, third damping unit 15, etc. The damping units together form a damping device according to the invention.

[0045] Preferably, the damping characteristics of the bearings of the individual damping units 13 to 19 in the different spatial directions, here longitudinal direction L, vertical direction H and transverse direction Q, are designed such that the natural frequencies in the respective spatial direction are adapted to the vibration modes and vibration frequencies of the structural frame 2 occurring during operation.

[0046] Preferably, the natural frequencies of the damping units 13 to 19 are chosen slightly below the vibration frequencies of the structural frame 2, for example 0.5 Hz lower, so that the resulting counter-vibration which cancels out the respective vibration frequency of the structural frame 2 is already excited slightly below the vibration frequency of the structural frame 2.

[0047] Due to the large number of damping units 13-19 used as vibration dampers or absorbers, different vibration modes of the structural frame 2 can be damped or eliminated, and damping in different spatial directions can be achieved by mounting the damping units 13-19.

[0048] Figures 2 and 3 show the case of a first mode of the structural frame 2 acting primarily in the vertical direction H, i.e., a roof oscillation mode in a highly exaggerated representation. This roof oscillation mode is largely eliminated by the second damping unit 14, which is located closest to its amplitude maximum. The second damping unit 2024P045 DE

[0049] The damping oscillation generated in 14 and acting in the opposite direction to the height H is indicated in Fig. 3 by the downward-pointing arrow of high amplitude.

[0050] Figures 4 and 5 then show the case of a second mode of the structural frame 2, acting primarily in the vertical direction H. This is a different roof mode with a main maximum acting largely centrally upwards in the vertical direction H and secondary maxima located laterally to the side in the longitudinal direction L, acting downwards in the opposite direction in the vertical direction H. To dampen and eliminate this roof mode as much as possible, the natural frequencies of the first, fourth, and sixth damping units 13, 16, and 18 in the vertical direction H are designed such that they counteract the main maximum and the secondary maxima at or slightly below the corresponding excitation frequency of this roof mode. The arrows shown in Figure 5 at the damping units

[0051] Therefore, the arrows 13 and 18 for the secondary maxima are slightly shorter than the arrow at the damping unit 16 for the main maximum and point in the opposite direction in the vertical direction.

[0052] The same applies to the example shown in Figures 6 and 7, which depicts a first mode of a lateral bending vibration pattern acting primarily in the transverse direction Q and shown in a highly exaggerated representation. As can be clearly seen, especially in Figure 7, this bending vibration pattern is damped or canceled out primarily by a damping vibration acting in the opposite direction, produced by the damping units 15 to 19.

[0053] Figures 8 and 9 show, using the first damping unit 13 as an example, the basic operating principle of the damping units 13 to 19 of the damping device, whereby the information given for the first damping unit 13 applies to the other damping units.

[0054] The provisions of sections 14 to 19 apply accordingly. Therefore, the only differences between damping units 13 to 19 lie in their respective spatial arrangement on the roof structure 8 and the adjustment of the respective properties of the damping elements.

[0055] The first damping unit 13 initially comprises a support structure 20 by means of which the damping unit 13 is attached to the roof structure 8. For this purpose, the support structure 20 has two support beams 21, 22 extending in the transverse direction Q largely across the width of the roof structure 8, which are firmly attached to the roof structure 8, for example by screwing, gluing or welding, or a combination thereof. Other fastening methods are also possible.

[0056] On the support beams 21, 22, ring-shaped height dampers 23a-d, which are known per se, are arranged, which have a damping effect in the height direction H.

[0057] A plate-shaped battery carrier 24, made of a solid material such as a steel or aluminum plate, is arranged on the height dampers 23a-d. A rechargeable battery 26, which may optionally consist of individual battery cells and whose design is generally known, is arranged in a battery housing 25 on the battery carrier 24.

[0058] The battery housing 25 is mounted on the battery carrier 24 with a degree of movability in the longitudinal direction L and transverse direction Q. This can be achieved, for example, by a slightly elastic mat (not shown) located between the battery carrier 24 and the battery housing 25, positioned between the battery carrier 24 and the battery housing 25. Alternatively, the battery carrier 24 and the battery housing 25 can be designed as a slide movable in one or, preferably, both horizontal directions L and Q, allowing the battery housing 25 with the battery 26 to move as freely as possible in these directions. However, in the vertical direction H, the battery housing 25, and thus the battery 26, is fixed to the battery carrier 24. Other types of one- or two-dimensionally movable mountings for the battery housing 25 on the battery carrier 24 can also be provided, which can be freely selected by a person skilled in the art.A bearing that is movable in all three spatial directions L, H and Q can also be used.

[0059] The movement of the battery 26 in the horizontal directions L and Q enables vibration damping or cancellation. For this purpose, a front longitudinal stop 26, projecting upwards in the vertical direction H, is provided on the support structure 20, in particular on the support beams 21, 22, in the longitudinal direction L in front of the battery carrier 24 and the battery 26, i.e., in the direction of the front structure 3. Longitudinal dampers 27a, 27b, acting in the longitudinal direction L and directed towards the battery carrier 24, are arranged offset from each other in the transverse direction Q. These are currently connected directly to the battery housing 25, but can also be connected directly to the battery carrier 24 or the battery 26 if the battery housing 25 is omitted. 2024P045 DE

[0060] In order to dampen or eliminate the vibration induced during operation of the battery housing 25 with the battery 26 in the longitudinal direction L, a front longitudinal stop 27 is provided on the support structure 20, in particular on the front support beam 21, in the longitudinal direction L in front of the battery housing 25 or the battery 26, i.e., on the side of the front superstructure 3. Front longitudinal dampers 28a, 28b, directed longitudinally L towards the battery housing 25 and engaging with, and preferably attached to, the battery housing 25, are arranged laterally spaced apart from each other in the transverse direction and are preferably attached to it. The front longitudinal dampers 28a, 28b exert their main damping effect in the longitudinal direction L.

[0061] Accordingly, a rear longitudinal stop 29 is provided on the supporting structure 20, in particular on the rear support beam 22, in the longitudinal direction L behind the battery housing 25 or the battery 26, i.e., on the side of the rear superstructure 4. Rear longitudinal dampers 28a, 28b, directed longitudinally L towards the battery housing 25 and engaging with, and preferably attached to, the battery housing 25, are arranged laterally spaced apart from each other in the transverse direction and are preferably attached to it. The rear longitudinal dampers 28a, 28b exert their main damping effect in the longitudinal direction L.

[0062] In principle, it is sufficient to provide only one pair of front longitudinal dampers 28a, 28b or rear longitudinal dampers 30a, 30b to adjust the damping in the longitudinal direction L as desired, below or at the vibrations to be damped or eliminated. If necessary, only one longitudinal damper, preferably acting centrally on the support beams 21, 22, may be provided, or conversely, several longitudinal dampers or combinations thereof may be used, depending on the shape, direction, and magnitude of the vibrations to be eliminated. Using multiple vibration dampers, the applied loads can be distributed favorably, and different vibration cases can be represented by different designs of the front longitudinal dampers 28a, 28b compared to the rear longitudinal dampers 30a, 30b, depending also on the position of the damping unit 13 on the roof structure 8 of the vehicle 1.

[0063] In order to dampen or eliminate the induced vibration of the battery 26 with battery housing 25 also in the transverse direction Q, a [missing text] is provided on the front face of the supporting structure 20, in particular on the front and rear end faces projecting in the transverse direction Q.

[0064] On the support beams 21, 22, a left side stop 31 and a right side stop 33 are provided laterally to the left and right of the battery housing 25 and the battery 26, respectively, in the transverse direction Q. Left transverse stops 32a, 32b and right transverse stops 34a, 34b, respectively, are then arranged laterally spaced apart from each other in the longitudinal direction L on the side stops 31 and 33, respectively, and engage with and preferably attach to the battery housing 25 in the transverse direction Q. The left transverse stops 32a, 32b and the right transverse stops 34a, 34b exert their main damping effect in the transverse direction Q.

[0065] As with the longitudinal dampers 28a, 28b and 30a, 30b described above, for damping in the transverse direction Q, it is generally sufficient to provide only one pair of the left transverse stops 32a, 32b or right transverse stops 34a, 34b in order to adjust the damping in the transverse direction Q as desired, slightly below or equal to the vibrations to be damped or eliminated. If necessary, only one transverse damper, preferably acting centrally on the left transverse stop 31 and / or the right transverse stop 32, can be provided, or conversely, several transverse dampers or combinations thereof can be used, depending on the shape, direction, and magnitude of the vibrations to be eliminated. Using multiple vibration dampers, the applied loads can be distributed favorably, and if necessary,different vibration cases can also be represented by different designs of the left transverse dampers 30a, 30b compared to the right transverse dampers 32a, 32b, depending also on the position of the damping unit 13 on the roof structure 8 of the vehicle 1.

[0066] The height dampers 23a-d, longitudinal dampers 28a, 28b, 30a, 30b and lateral dampers 32a, 32b, 34a, 34b are known passive dampers per se, preferably elastic dampers, which a person skilled in the art will select and provide according to the desired damping characteristics. However, other dampers, such as spring dampers, could also be used.

[0067] The further damping units 14 to 19 are designed according to the first damping unit 13. The interaction of the damping units 13 to 19 results in a damping device, whereby, depending on the position of the respective damping units 13 to 19, the damping characteristics of the height dampers 23a-d, longitudinal dampers 28a, 28b, 30a, 30b and lateral dampers 32a, 32b 34a, 34b are adjusted differently according to the vibration modes, frequencies and spatial directions of the vibrations to be damped, as required by the 2024P045 DE. This results in a variable damping option that is easy to implement for different vibration cases.

[0068] Instead of the batteries 26 used as damping masses in the embodiment described above, other components of the vehicle can also be used as damping masses, for example fuel tanks for liquid or gaseous fuel such as hydrogen, gasoline or diesel.

[0069] 2024P045 DE

[0070] Reference sign

[0071] 1 road vehicle, coach

[0072] 2 shell structures

[0073] 3 Front structure

[0074] 4 Rear structure

[0075] 5 Substructure

[0076] 6 left page structure

[0077] 7 right-hand page structure

[0078] 8 Roof structure

[0079] 9 side supports

[0080] 10 side longitudinal beams

[0081] 11 roof crossbeams

[0082] 12 roof longitudinal beams

[0083] 13-19 first to seventh damping unit (battery unit)

[0084] 20 Supporting structure

[0085] 21, 22 support beams

[0086] 23a-d height damper

[0087] 24 Battery carriers (support plate, possibly support sled)

[0088] 25 battery cases

[0089] 26 Battery

[0090] 27 front longitudinal stop

[0091] 28a, 28b front longitudinal dampers

[0092] 29 rear longitudinal stop

[0093] 30a, 30b rear longitudinal dampers

[0094] 31 left cross stop

[0095] 32a, 32b left transverse damper

[0096] 33 right cross stop

[0097] 34a, 34b right transverse damper

[0098] L Longitudinal direction of vehicle

[0099] Q transverse direction vehicle

[0100] H Vehicle altitude direction

Claims

2024P045 DE Claims 1. Damping device for damping vibrations on a vehicle, comprising a first support structure (20) attachable to the vehicle for mounting a first damping mass (26) carried with the vehicle, wherein the first damping mass (26) is movably mounted on the first support structure (20) in at least one first spatial direction (H; L; Q), and wherein at least one first damping element (23a-d; 28a, 28b; 30a, 30b; 32a, 32b; 34a, 34b) damping the movement of the first damping mass (26) in the first spatial direction (H; L; Q) is provided between the first support structure (20) and the first damping mass (26), characterized in that at least one second support structure attachable to the vehicle is provided for mounting a second damping mass carried with the vehicle, wherein the second damping mass is movably mounted on the first support structure (20) in at least one second spatial direction (H; L; Q).Q) is movably mounted on the second support structure, and wherein at least one second damping element (23a-d; 28a, 28b; 30a, 30b; 32a, 32b; 34a 34b) is provided between the second support structure and the second damping mass, damping the movement of the second damping mass in the second spatial direction (H; L; Q).

2. Damping device according to claim 1, characterized in that the first and second spatial directions (H; L; Q) are the same.

3. Damping device according to claim 1, characterized in that the first and second spatial directions (H; L; Q) are different from each other.

4. Damping device according to one of the preceding claims, characterized in that further support structures are provided on which further damping masses (26) are movably mounted in at least one spatial direction (H; L; Q). 2024P045 DE 5. Damping device according to claim 4, characterized in that the spatial directions (H; L; Q) in which the further damping masses are movably arranged on the further support structures are the same for several or all further damping masses.

6. Damping device according to one of the preceding claims, characterized in that one or more of the damping masses (26) are additionally mounted in a further spatial direction (H; L; Q) different from the spatial direction (H; L; Q) in which they are movably mounted on the respective support structure (20).

7. Damping device according to claim 6, characterized in that a further damping element providing damping in the wider spatial direction (H; L; Q) is also provided between the supporting structure (20) and the associated damping mass (26).

8. Damping device according to one of claims 6 to 7, characterized in that the further spatial direction (H; L; Q) and the first and / or second spatial direction (H; L; Q) are the same.

9. Damping device according to one of claims 6 to 7, characterized in that the further spatial direction (H; L; Q) and the first and / or second spatial direction (H; L; Q) are different from each other.

10. Damping device according to one of the preceding claims, characterized in that stops (27, 29, 31, 33) are provided on one or more of the support structures (20) which limit the movement of the respective damping mass (26) at least in a direction oriented to its spatial direction (H; L; Q) and / or in the opposite direction.

11. Damping device according to one of claims 1 to 10, characterized in that one or more of the support structures (20) are connected to each other, in particular forming a structural unit. 2024P045 DE 12. Damping device according to one of the preceding claims, characterized in that one or more of the damping masses (26) are each arranged on a support (24) which is movably arranged on the respective support structure (20) in the respective spatial direction (H; L; Q) of the respective damping mass (26).

13. Damping device according to claim 12, characterized in that the carrier (24) is movably arranged on the respective support structure (20) in a slide movable in the respective spatial direction (H; L; Q).

14. Damping device according to one of the preceding claims, characterized in that the damping masses (26) are a component carried with the vehicle, in particular a vehicle battery (26) and / or fuel storage.

15. Damping device according to one of the preceding claims, characterized in that the damping elements (23a-d; 28a, 28b; 30a, 30b; 32a, 32b; 34a 34b) of the different damping masses (26) have different damping properties.

16. Damping device according to one of the preceding claims, characterized in that the damping elements (23a-d; 28a, 28b; 30a, 30b; 32a, 32b; 34a 34b) of the different damping masses (26) have damping properties adapted to the respective vibration to be damped.

17. Damping device according to one of the preceding claims, characterized in that the damping properties of damping elements (23a-d; 28a, 28b; 30a, 30b; 32a, 32b; 34a 34b) are matched to each other for different damping masses (26). 2024P045 DE 18. Vehicle, in particular a land vehicle, comprising a chassis, a body shell (2) connected thereto and at least one first damping mass (26) and a second damping mass, characterized in that the vehicle has a damping device according to one of the preceding claims, wherein the first support structure (20) and the second support structure are attached to the chassis and / or the body shell (2).

19. Vehicle according to claim 18, characterized in that the damping device is arranged on a roof structure (8) of the body shell (2).

20. Vehicle according to claim 18 or 19, characterized in that the damping masses (26) are formed by vehicle batteries (26), vehicle batteries combined into battery units (13-19) and / or fuel storage devices.

21. Vehicle according to claim 18, 19 or 20, characterized in that the vehicle is an electrically and / or fuel-powered land vehicle, in particular a bus or truck.

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