JP6571264B2 - Suspension control device - Google Patents

Description

  The present invention relates to a suspension control device suitably used for reducing vibrations of a vehicle body.

  For example, as a conventional railway suspension control device, a configuration including a left-right motion control damper capable of adjusting a damping force is known (see, for example, Patent Document 1).

JP 2007-269201 A

  In recent years, in order to further improve vehicle behavior, it has been studied to adopt a vertical motion control damper in addition to a lateral motion control damper. At that time, if the control of the two dampers is simply combined, for example, when the roll is generated, the left and right movement control damper performs the control to suppress the roll, so the vertical movement control damper weakens the control force so as not to disturb the movement. . However, when the left-right motion control damper reaches the stroke end, no further roll suppression is possible. At this time, since the vertical motion control damper is controlled so as to suppress the control force, there is a problem that it cannot act to enhance the roll suppression effect.

  Further, the behavior of the vehicle varies depending on the traveling speed of the vehicle. For example, it is known that the vibration in the left-right direction is dominant at the time of high speed due to the influence of aerodynamic vibration, and the vibration in the vertical direction is dominant at the time of low speed. For this reason, it is necessary to coordinate control according to vehicle speed.

  An object of the present invention is to provide a suspension control device capable of controlling the vertical vibration and the horizontal vibration in a coordinated manner.

According to one embodiment of the present invention, a suspension control device provided in a vehicle having a vehicle body and a carriage is provided. The suspension control device is a vertical power generation mechanism for being provided between the vehicle body and the carriage, and is provided between the vehicle body and the carriage, and a vertical power generation mechanism for generating a force against vibration in the vertical direction. A left-right power generation mechanism for generating a force with respect to left-right vibration, a vertical motion control controller for controlling a force generated by the vertical power generation mechanism, and a left-right power generation mechanism A left-right motion control controller for controlling the force to be generated. When the force generated by the left / right power generation mechanism with respect to the roll vibration in the left / right direction is insufficient , the vertical movement controller is configured to increase the force generated by the vertical power generation mechanism with respect to roll vibration. Control the generation mechanism .

  According to an embodiment of the present invention, it is possible to coordinately control vertical vibration and horizontal vibration.

It is explanatory drawing which shows typically the railway vehicle to which the suspension control apparatus by 1st thru | or 4th, 9th, 10th embodiment was applied. It is a flowchart which shows the cooperative control program by 1st Embodiment. It is a timing chart which shows the stroke amount of a left-right active suspension and the gain of a vertically active suspension. It is a flowchart which shows the cooperative control program by 3rd Embodiment. It is a timing chart which shows the piston speed of a right-and-left movement semi-active suspension, and the gain of an up-and-down movement active suspension. It is explanatory drawing which shows typically the rail vehicle to which the suspension control apparatus by 5th, 7th embodiment was applied. It is a flowchart which shows the cooperative control program by 5th Embodiment. 4 is a timing chart showing a traveling speed of a vehicle, a gain of a left / right active suspension, and a gain of a vertically moving active suspension. It is explanatory drawing which shows typically the rail vehicle to which the suspension control apparatus by 6th, 8th embodiment was applied. It is a flowchart which shows the cooperative control program by 6th Embodiment. It is a flowchart which shows the cooperative control program by 7th Embodiment. It is a flowchart which shows the cooperative control program by 8th Embodiment. It is a flowchart which shows the cooperative control program by 9th Embodiment. It is a timing chart which shows the state of a vertically-moving active suspension and the gain of a left-and-right active suspension. It is a flowchart which shows the cooperative control program by 10th Embodiment. It is a timing chart which shows the state of a vertically-moving semi-active suspension, a stroke amount, an ideal damping force, a gain, and a gain of a left-and-right moving active suspension. It is explanatory drawing which shows typically the rail vehicle to which the suspension control apparatus by the 1st modification was applied. It is explanatory drawing which shows typically the rail vehicle to which the suspension control apparatus by the 2nd modification was applied.

  Hereinafter, a suspension control apparatus according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

  1 to 3 show a first embodiment of the present invention. In FIG. 1, a railway vehicle 1 (vehicle) has, for example, a vehicle body 2 on which passengers, passengers, etc. get on, and front and rear carts 3 (only one is shown) provided on the lower side of the vehicle body 2. ing. These trolleys 3 are spaced apart from each other on the front side and the rear side of the vehicle body 2, and each trolley 3 is provided with four wheels 4. The railway vehicle 1 travels along the rails 5 as each wheel 4 rotates on the left and right rails 5.

  A shaft spring 6 is provided between the carriage 3 and the wheel 4 to relieve vibration and shock from the wheel 4 (wheel shaft). A plurality of air springs 7 serving as pillow springs are provided between the vehicle body 2 and the carriage 3, and a plurality of vertically moving active suspensions 8 serving as vertical power generating mechanisms are provided in parallel with the air springs 7. The air springs 7 and the vertically moving active suspensions 8 are arranged on the left and right sides of the carriage 3, and two are provided on the carriage 3. For this reason, a total of four air springs 7 and vertical movement active suspensions 8 are provided in the railway vehicle 1 as a whole.

  Each of the vertically moving active suspensions 8 is configured by an active damper that generates a force (vibration suppression force) opposite to the vibration by the actuator 8A. The active damper includes a piston that reciprocates within the cylinder. The active damper may be a hydraulic type or pneumatic type that uses hydraulic oil or compressed air as a power source, an electric type that uses an electric actuator, or an electromagnetic type that uses an electromagnetic force such as a linear motor. This vertical movement active suspension 8 generates a force that reduces the vibration against the vertical vibration of the vehicle body 2 relative to the carriage 3. Thereby, the vertical movement active suspension 8 reduces the vibration of the vehicle body 2 in the vertical direction.

  Further, a left-right active suspension 9 is provided between the vehicle body 2 and the carriage 3 as a left-right power generation mechanism along the left-right direction of the vehicle 1. The left-right active suspension 9 is configured using an active damper that is actively operated, similar to the vertically-active active suspension 8. For this reason, the left-right active suspension 9 generates a force (vibration suppression force) opposite to the vibration by the actuator 9A. The left / right active suspension 9 generates a force that reduces vibration in response to vibration in the left-right direction of the vehicle body 2 with respect to the carriage 3. Thereby, the left-right active suspension 9 reduces left-right vibration of the vehicle body 2.

  The vehicle body vibration sensor 10 is provided on the vehicle body 2 on the upper side of the spring, for example, and detects vertical vibration, horizontal vibration, roll vibration, swere vibration, yaw vibration and the like of the vehicle body 2. That is, the vehicle body vibration sensor 10 constitutes a vehicle body state detection unit that detects the vibration state of the vehicle body 2. The vehicle body vibration sensor 10 includes, for example, a lateral acceleration sensor of the vehicle body 2 acting in the lateral direction with respect to the traveling direction of the vehicle 1, a longitudinal acceleration sensor of the vehicle body 2 acting in the longitudinal direction, a roll direction, a pitch direction, a yaw direction, etc. An angular velocity sensor for detecting vibration is used.

  The vehicle body vibration sensor 10 is a composite sensor that can measure vibrations in the vertical direction, vibration in the horizontal direction, roll vibration, pitch vibration, yaw vibration, sway vibration, bounce vibration, and the like together. The present invention is not limited to this, and these vibrations may be individually measured by separate sensors.

  The first controller 11 is configured by, for example, a microcomputer, and the force (damping control) that the vertical active suspension 8 should generate in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle vibration sensor 10. Force). The first controller 11 calculates a control command signal (control command) such as a target current value to be output to the actuator 8 A of the vertical movement active suspension 8 and controls the vibration damping force of the vertical movement active suspension 8. . Specifically, the controller 11 controls the vibration damping force of the vertically moving active suspension 8 based on, for example, skyhook theory (skyhook control law) at every sampling time in order to reduce vertical vibration and roll vibration of the vehicle body 2. To control. The vertical movement active suspension 8 is controlled so that the damping force is continuously or variably set in a plurality of stages in accordance with a control command signal supplied to the actuator 8A.

  The first controller 11 is connected to the second controller 12 via various networks such as CAN (Controller Area Network) and Ethernet (registered trademark). Thereby, the 1st controller 11 and the 2nd controller 12 are transmitting the state of each other by communication.

  The first controller 11 acquires, for example, the stroke amount X of the left-right active suspension 9 based on the signal from the second controller 12. The first controller 11 executes a cooperative control program, which will be described later, and adjusts the gain of the vertically moving active suspension 8 according to the stroke amount X of the horizontally moving active suspension 9 and the like.

  The second controller 12 is constituted by, for example, a microcomputer or the like, and in order to control the vibration of the vehicle body 2 on the basis of a detection signal from the vehicle body vibration sensor 10, a force (damping control) to be generated by the left-right active suspension 9 is controlled. Force). The second controller 12 calculates and processes a control command signal (control command) such as a target current value to be output to the actuator 9A of the left-right active suspension 9 and controls the vibration damping force of the left-right active suspension 9. . Specifically, the controller 12 controls the vibration of the left-right active suspension 9 based on various control laws such as the Skyhook theory at every sampling time in order to reduce left-right vibration and roll vibration of the vehicle body 2. Control power. In the left-right active suspension 9, the damping force is controlled variably continuously or in a plurality of stages according to a control command signal supplied to the actuator.

  Next, a cooperative control program for the vertical motion active suspension 8 and the lateral motion active suspension 9 executed by the first controller 11 will be described with reference to FIGS. The cooperative control program shown in FIG. 2 is repeatedly executed every predetermined control cycle.

  First, Step 1 shows an example of a stroke amount acquisition unit. In step 1, the first controller 11 acquires the stroke amount X of the left-right active suspension 9 based on the signal from the second controller 12. Note that the first controller 11 may directly acquire the stroke amount X of the left-right active suspension 9 using a sensor or the like provided in the left-right active suspension 9.

  The following step 2 shows an example of a stroke amount determination unit. In Step 2, it is determined whether or not the stroke amount X of the left-right active suspension 9 exceeds a predetermined threshold value ± Xd (−Xd> X, X> Xd). Specifically, it is determined whether or not the left-right active suspension 9 has stroked beyond a predetermined length (Xd), for example, 80% of the stroke distance (| X |> Xd). ).

  When it is determined as “YES” in Step 2, the left-right active suspension 9 is operating near the stroke limit on the expansion side or the contraction side, and there is a possibility that sufficient vibration damping force cannot be generated against roll vibration. Therefore, the process proceeds to step 3 and the first controller 11 increases the gain related to the roll vibration of the vertically moving active suspension 8 (see FIG. 3). Thereby, the vibration damping force that is insufficient in the left and right active suspension 9 can be compensated for the roll vibration by the vibration suppressing forces of the two vertical active suspensions 8 provided on the left and right sides of the vehicle body 2.

  On the other hand, when it is determined as “NO” in Step 2, the left-right active suspension 9 is operating at a position away from the stroke limit, and it is considered that a sufficient damping force can be generated against the roll vibration. Therefore, the process proceeds to step 4 and the first controller 11 reduces the gain related to the roll vibration of the vertically moving active suspension 8 (see FIG. 3). Thereby, roll vibration can be suppressed by the vibration damping force of the left and right active suspension 9 while the influence of the vibration damping force of the vertical movement active suspension 8 is reduced.

  Thus, according to the first embodiment, the first controller 11 determines the generated force (vibration suppression force) of the vertically moving active suspension 8 according to the state of the horizontally moving active suspension 9. Here, when the left-right active suspension 9 is extended or reduced to the stroke limit, it is impossible to generate a force for suppressing vibrations, so that the riding comfort is deteriorated. On the other hand, when the first controller 11 cannot generate a sufficient damping force for the roll vibration from the stroke amount X of the left and right active suspension 9, the first controller 11 increases the gain for the roll vibration of the vertically active suspension 8. . As a result, even when the left-right active suspension 9 cannot generate sufficient force to suppress roll vibration, roll vibration can be suppressed, so that riding comfort can be improved.

  Next, FIG. 1 shows a second embodiment of the present invention. The feature of the second embodiment is that the cooperative control according to the first embodiment is applied to a vertically moving semi-active suspension. In the second embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

  The railway vehicle 21 according to the second embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriage 3, the wheels 4, the vertical movement semi-active suspension 22, the left-right movement active suspension 9, the vehicle body A vibration sensor 10, first and second controllers 23, 12 and the like are provided.

  Here, the vertically moving semi-active suspension 22 is configured using a semi-active damper capable of individually adjusting each damping force. That is, the vertically moving semi-active suspension 22 is configured by a semi-active damper that controls the flow of the working fluid by the actuator 22A. The semi-active damper may be, for example, a hydraulic type that uses hydraulic oil as a working fluid, or a pneumatic type that uses air as a working fluid. The vertical movement semi-active suspension 22 generates a damping force that reduces vibrations in the vertical direction of the vehicle body 2 with respect to the carriage 3 based on a control command from the first controller 23. Thereby, the vertically moving semi-active suspension 22 reduces the vibration of the vehicle body 2 in the vertical direction.

  The first controller 23 is configured in substantially the same manner as the first controller 11 according to the first embodiment. However, the vehicle 21 includes a vertically moving semi-active suspension 22 instead of the vertically moving active suspension 8. Therefore, the first controller 23 calculates the damping force that should be generated by the vertically moving semi-active suspension 22 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The first controller 23 calculates and processes a control command signal (control command) such as a target current value to be output to the actuator 22A of the vertical movement semi-active suspension 22 and controls the damping force of the vertical movement semi-active suspension 22. To do. The vertical movement semi-active suspension 22 is controlled such that the damping force is variable between hardware and software continuously or in a plurality of stages according to a control command signal supplied to the actuator 22A.

  The first controller 23 is connected to the second controller 12 via various networks. The first controller 23 obtains, for example, the stroke amount X of the left-right active suspension 9 based on the signal from the second controller 12. The first controller 23 executes a cooperative control program substantially similar to the cooperative control program shown in FIG. 2 and adjusts the gain of the vertically moving semi-active suspension 22 according to the stroke amount X of the horizontally moving active suspension 9 and the like. .

  Thus, in the second embodiment, it is possible to obtain substantially the same operational effects as those in the first embodiment.

  Next, FIGS. 1, 4 and 5 show a third embodiment of the present invention. The feature of the third embodiment is that the gain for roll vibration of the vertically moving active suspension is switched in accordance with the piston speed of the horizontally moving semiactive suspension. Note that in the third embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

  The railway vehicle 31 according to the third embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriage 3, the wheels 4, the vertical movement active suspension 8, the left-right movement semi-active suspension 32, the vehicle body A vibration sensor 10, first and second controllers 33, 34, and the like are provided.

  Here, the laterally active semi-active suspension 32 is configured using a semi-active damper capable of adjusting a damping force. For this reason, the left and right moving semi-active suspension 32 controls the flow of the working fluid by the actuator 32A, for example, similarly to the vertically moving semi active suspension 22 according to the second embodiment. The left / right semi-active suspension 32 generates a damping force that reduces vibrations in response to vibrations in the left / right direction of the vehicle body 2 relative to the carriage 3 based on a control command from the second controller 12. As a result, the left-right motion semi-active suspension 32 reduces vibration in the left-right direction of the vehicle body 2.

  The first controller 33 is configured in substantially the same manner as the first controller 11 according to the first embodiment. Therefore, the first controller 33 calculates a damping force that should be generated by the vertical movement active suspension 8 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The first controller 33 calculates and processes a control command signal (control command) to be output to the actuator 8 </ b> A of the vertical movement active suspension 8 and controls the vibration damping force of the vertical movement active suspension 8.

  The first controller 33 is connected to the second controller 34 via various networks. The first controller 33 acquires, for example, the piston speed VP of the left / right semi-active suspension 32 based on the signal from the second controller 34. The first controller 33 executes a cooperative control program, which will be described later, and adjusts the vibration damping force of the vertically moving active suspension 8 according to the piston speed VP of the left and right moving semiactive suspension 32.

  The second controller 34 is configured in substantially the same manner as the second controller 12 according to the second embodiment. However, the left / right semi-active suspension 32 is configured by a semi-active damper. For this reason, the second controller 34 calculates a damping force that should be generated by the left / right semi-active suspension 32 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The second controller 34 calculates and processes a control command signal (control command) such as a target current value to be output to the actuator 32A of the left / right semi-active suspension 32, and controls the damping force of the left / right semi-active suspension 32. To do. The left / right semi-active suspension 32 is controlled so that the damping force is continuously variable between hardware and software, or variable in multiple stages, in accordance with a control command signal supplied to the actuator 32A.

  Next, a cooperative control program for the vertically moving active suspension 8 and the left and right moving semi-active suspension 32 executed by the first controller 33 will be described with reference to FIGS. 1, 4 and 5. Note that the cooperative control program shown in FIG. 4 is repeatedly executed at predetermined control cycles.

  Step 11 shows an example of the piston speed acquisition unit. In step 11, the first controller 33 acquires the piston speed VP of the left / right semi-active suspension 32 based on the signal from the second controller 34. Note that the first controller 11 may directly acquire the piston speed VP of the left-right moving semi-active suspension 32 using a sensor or the like provided in the left-right moving semi-active suspension 32.

  The following step 12 shows an example of the piston speed determination unit. In step 12, it is determined whether or not the piston speed VP of the left / right semi-active suspension 32 is lower than a predetermined threshold value ± VPd (| VP |> VPd). At this time, the threshold value VPd is set to a value of the piston speed at which the left-right moving semi-active suspension 32 made of, for example, a semi-active damper cannot generate sufficient damping force to reduce roll vibration. The threshold value VPd is not limited to a constant value, and may be changed according to a required damping force.

  When it is determined as “YES” in step 12, the piston speed VP of the left and right moving semi-active suspension 32 is lowered to such an extent that a desired damping force cannot be generated. Therefore, the process proceeds to step 13 and the first controller 33 increases the gain related to the roll vibration of the vertically moving active suspension 8 (see FIG. 5). As a result, the damping force that is insufficient in the laterally active semi-active suspension 32 can be compensated for the roll vibration by the damping force of the two vertically active active suspensions 8 provided on the left and right sides of the vehicle body 2.

  On the other hand, when it is determined as “NO” in step 12, the piston speed VP of the left-right moving semi-active suspension 32 is increased to such an extent that a desired damping force can be generated. For this reason, the process proceeds to step 14, and the first controller 33 reduces the gain related to the roll vibration of the vertically moving active suspension 8 (see FIG. 5). Thereby, roll vibration can be suppressed by the damping force of the left and right moving semi-active suspension 32 in a state where the influence of the damping force of the vertically moving active suspension 8 is reduced.

  Thus, in the third embodiment, substantially the same operational effects as in the first embodiment can be obtained. Further, in the third embodiment, even when the expansion / contraction speed (piston speed VP) of the left / right semi-active suspension 32 composed of the semi-active damper is lowered and the generated damping force is insufficient, the vertical movement active suspension 8 It can be compensated by the damping force.

  Next, FIG. 1 shows a fourth embodiment of the present invention. A feature of the fourth embodiment is that the cooperative control according to the third embodiment is applied to a vertically moving semi-active suspension. Note that in the fourth embodiment, the same components as those in the third embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

  The railway vehicle 41 according to the fourth embodiment is substantially the same as the railway vehicle 1 according to the third embodiment. The vehicle body 2, the carriage 3, the wheels 4, the vertical movement semi-active suspension 42, the left-right movement semi-active suspension 32, A vehicle body vibration sensor 10, first and second controllers 43, 34, and the like are provided.

  Here, the vertically moving semi-active suspension 42 is configured in substantially the same manner as the vertically moving semi-active suspension 22 according to the second embodiment. That is, the vertically moving semi-active suspension 42 is configured by a semi-active damper that controls the flow of the working fluid by the actuator 42A. The vertical movement semi-active suspension 42 generates a damping force that reduces the vibration with respect to the vertical vibration of the vehicle body 2 with respect to the carriage 3 based on a control command from the first controller 43. Thereby, the vertically moving semi-active suspension 42 reduces the vibration of the vehicle body 2 in the vertical direction.

  The first controller 43 is configured in substantially the same manner as the first controller 33 according to the third embodiment. However, the vertically moving semi-active suspension 42 is configured by a semi-active damper. Therefore, the first controller 43 calculates the damping force that should be generated by the vertically moving semi-active suspension 42 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. Specifically, the first controller 43 calculates a control command signal to be output to the actuator 42A of the vertical movement semi-active suspension 42, and controls the damping force of the vertical movement semi-active suspension 42.

  Further, the first controller 43 acquires, for example, the piston speed VP of the left-right moving semi-active suspension 32 based on the signal from the second controller 34. The first controller 43 executes a cooperative control program that is substantially the same as the cooperative control program shown in FIG. 4 and adjusts the gain of the vertically moving semi-active suspension 42 according to the piston speed VP of the horizontally moving semi-active suspension 32. To do.

  Thus, in the fourth embodiment, it is possible to obtain substantially the same operational effects as in the third embodiment.

  Next, FIGS. 6 to 8 show a fifth embodiment of the present invention. The feature of the fifth embodiment resides in that the gains of the vertically moving active suspension and the horizontally moving active suspension are switched according to the traveling speed of the vehicle. In the fifth embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.

  The railway vehicle 51 according to the fifth embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriage 3, the wheels 4, the vertical motion active suspension 8, the lateral motion active suspension 9, and the vehicle body vibration. A sensor 10, first and second controllers 53, 54 and the like are provided. In addition to this, the vehicle 51 includes a traveling speed acquisition unit 52 that acquires the traveling speed V.

  The traveling speed acquisition unit 52 may directly acquire the traveling speed V using a speed sensor or the like. The traveling speed acquisition unit 52 may indirectly acquire the traveling speed V based on a signal transmitted from another vehicle connected to the vehicle 51, an external command center, or the like.

  The first controller 53 is configured in substantially the same manner as the first controller 11 according to the first embodiment. Therefore, the first controller 53 calculates the damping force that should be generated by the vertical movement active suspension 8 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The first controller 53 performs arithmetic processing on a control command signal (control command) to be output to the actuator 8 </ b> A of the vertical movement active suspension 8 and controls the vibration damping force of the vertical movement active suspension 8.

  Further, the first controller 53 executes a cooperative control program, which will be described later, and adjusts the damping force of the vertical movement active suspension 8 according to the traveling speed V of the vehicle 51. In addition, the first controller 53 is connected to the second controller 54 via various networks. The first controller 53 outputs a cooperative control signal for adjusting the gain of the left-right active suspension 9 toward the second controller 54 in accordance with the traveling speed V of the vehicle 51.

  The second controller 54 is configured in substantially the same manner as the second controller 12 according to the first embodiment. Therefore, the second controller 54 calculates the damping force that should be generated by the left-right active suspension 9 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The second controller 54 performs arithmetic processing on a control command signal (control command) to be output to the actuator 9 </ b> A of the left / right active suspension 9 and controls the vibration damping force of the left / right active suspension 9. Further, the second controller 54 adjusts the gain of the left-right active suspension 9 based on the cooperative control signal from the first controller 53.

  Next, a cooperative control program for the vertical movement active suspension 8 and the left and right movement active suspension 9 executed by the first and second controllers 53 and 54 will be described with reference to FIGS. Note that the cooperative control program shown in FIG. 7 is repeatedly executed at predetermined control cycles.

  First, step 21 shows an example of the traveling speed determination unit. In this step 21, it is determined whether or not the traveling speed V of the vehicle 51 acquired by the traveling speed acquisition unit 52 is equal to or higher than a predetermined threshold value Vd (V ≧ Vd). At this time, the threshold value Vd is a value that can be used to determine whether or not the vehicle is traveling at high speed when the speed of high-speed traveling (for example, 200 km / h or more) and the speed of low-speed traveling (for example, 160 km / h or less) are known. (For example, 180 km / h).

  When it is determined as “YES” in Step 21, the traveling speed V is equal to or higher than the threshold value Vd, and the vehicle 51 is traveling at a high speed. At this time, the first controller 53 outputs a cooperative control signal to the second controller 54. As a result, in step 22, the second controller 54 increases the gain relating to the swere vibration and yaw vibration of the left-right active suspension 9. In subsequent step 23, the second controller 54 reduces the gain relating to the roll vibration of the left-right active suspension 9. In addition, in step 24, the first controller 53 increases the gain related to roll vibration of the vertically moving active suspension 8. In the subsequent step 25, the first controller 53 reduces the gain related to the bounce vibration and pitch vibration of the vertical movement active suspension 8 (see FIG. 8).

  On the other hand, when it is determined “NO” in step 21, the traveling speed V is lower than the threshold value Vd, and the vehicle 51 is traveling at a low speed. For this reason, in step 26, the first controller 53 increases the gain related to the bounce vibration and pitch vibration of the vertically moving active suspension 8. In the subsequent step 27, the first controller 53 reduces the gain related to the roll vibration of the vertical movement active suspension 8. In addition to this, the first controller 53 outputs a cooperative control signal to the second controller 54. Accordingly, in step 28, the second controller 54 increases the gain related to the roll vibration of the left-right active suspension 9. In subsequent step 29, the second controller 54 reduces the gain relating to the sway vibration and yaw vibration of the left-right active suspension 9 (see FIG. 8).

  Thus, in the fifth embodiment, substantially the same operational effects as in the first embodiment can be obtained. In the fifth embodiment, the gains of the vertical motion active suspension 8 and the left and right motion active suspension 9 are switched according to the traveling speed V of the vehicle 51.

  For example, in high-speed traveling vehicles such as the Shinkansen, track maintenance is performed on the assumption that the vehicle travels at a high speed. For this reason, when the vehicle 51 is traveling in a section for high-speed travel, vibration in the left-right direction is dominant due to the influence of aerodynamic vibration or the like. In other words, when the vehicle is traveling at high speed, the work of the left-right active suspension 9 is larger than that of the vertical-motion active suspension 8.

  In consideration of this point, during high-speed traveling, the left-right active suspension 9 increases the gain of left-right vibration (Swe vibration and yaw vibration) and decreases the gain for roll vibration (see FIGS. 7 and 8). Instead, since the vertical movement active suspension 8 has a small amount of work, the gain against roll vibration is increased. As a result, the left-right active suspension 9 focuses on swe and yaw vibration, and the roll vibration can be reduced by the up-down active suspension 8.

  On the other hand, the amount of work of the vertically moving active suspension 8 is larger than that of the horizontally moving active suspension 9 during low-speed traveling. Therefore, the vertical motion active suspension 8 increases the gain for vertical vibration (bounce vibration and pitch vibration) and decreases the gain for roll vibration. Instead, since the left-right active suspension 9 has a small amount of work, the gain for roll vibration is increased.

  Thereby, the gain with respect to the roll vibration of the vertical movement active suspension 8 and the left and right movement active suspension 9 can be adjusted according to the traveling speed V, and the division of roles with respect to the vibration component can be clarified. As a result, optimal control according to the traveling speed V can be performed, and riding comfort can be improved.

  Next, FIG. 9 and FIG. 10 show a sixth embodiment of the present invention. A feature of the sixth embodiment resides in that the gains of the vertically moving active suspension and the horizontally moving active suspension are switched according to the traveling position of the vehicle. In the sixth embodiment, the same components as those in the fifth embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.

  The railway vehicle 61 according to the sixth embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriage 3, the wheels 4, the vertical movement active suspension 8, the left and right movement active suspension 9, and the vehicle body vibration. A sensor 10, first and second controllers 63, 64, and the like are provided. In addition, the vehicle 51 includes a position information acquisition unit 62 that acquires the current travel position P.

  The position information acquisition unit 62 may acquire a travel position based on, for example, kilometer information obtained from a monitor device, or may acquire a travel position based on position information obtained from GPS (Global Positioning System). .

  The first controller 63 is configured in substantially the same manner as the first controller 53 according to the fifth embodiment. The second controller 64 is configured in substantially the same manner as the second controller 54 according to the fifth embodiment.

  However, the first controller 63 executes a cooperative control program, which will be described later, and adjusts the vibration damping force of the vertical movement active suspension 8 according to the travel position of the vehicle 61. In addition, the first controller 63 is connected to the second controller 64 via various networks. The first controller 63 outputs a cooperative control signal for adjusting the gain of the left-right active suspension 9 toward the second controller 64 according to the travel position of the vehicle 61. The second controller 64 adjusts the gain of the left / right active suspension 9 based on the cooperative control signal from the first controller 53.

  Next, a cooperative control program for the vertically moving active suspension 8 and the horizontally moving active suspension 9 executed by the first and second controllers 63 and 64 will be described with reference to FIGS. 9 and 10. FIG. The cooperative control program shown in FIG. 10 is repeatedly executed every predetermined control cycle.

  First, step 31 shows an example of the travel position determination unit. In this step 31, it is determined whether or not the traveling position of the vehicle 61 acquired by the position information acquisition unit 62 is in a section where the left-right vibration is dominant. At this time, the section where the left-right vibration is dominant is, for example, a section prepared for high-speed travel.

  When it is determined as “YES” in step 31, the vehicle 61 is traveling in a section in which left-right vibration is dominant. At this time, the first controller 63 outputs a cooperative control signal to the second controller 64. Accordingly, in step 32, the second controller 64 increases the gain relating to the swere vibration and yaw vibration of the left-right active suspension 9. In the subsequent step 33, the second controller 64 reduces the gain related to the roll vibration of the left-right active suspension 9. In addition, in step 34, the first controller 63 increases the gain related to roll vibration of the vertically moving active suspension 8. In subsequent step 35, the first controller 63 reduces the gain related to the bounce vibration and pitch vibration of the vertically moving active suspension 8.

  On the other hand, when it is determined “NO” in step 31, the vehicle 61 is traveling outside the section where the left-right vibration is dominant. For this reason, in step 36, the first controller 63 increases the gain relating to the bounce vibration and pitch vibration of the vertically moving active suspension 8. In subsequent step 37, the first controller 63 reduces the gain related to the roll vibration of the vertical movement active suspension 8. In addition, the first controller 63 outputs a cooperative control signal to the second controller 64. As a result, in step 38, the second controller 64 increases the gain relating to the roll vibration of the left-right active suspension 9. In the subsequent step 39, the second controller 64 reduces the gain relating to the swere vibration and yaw vibration of the left-right active suspension 9.

  Thus, in the sixth embodiment, substantially the same operational effects as in the fifth embodiment can be obtained. In the fifth embodiment, the gains of the vertical motion active suspension 8 and the left and right motion active suspension 9 are adjusted according to the travel speed V, but the travel speed may be clearly defined for each section. As described above, in the section where the traveling speed is clearly defined, the gains of the vertical movement active suspension 8 and the left and right movement active suspension 9 may be adjusted according to the traveling position as in the sixth embodiment. .

  Next, FIG. 6 and FIG. 11 show a seventh embodiment of the present invention. The feature of the seventh embodiment resides in that the gains of the vertically moving semiactive suspension and the horizontally moving semiactive suspension are switched according to the traveling speed of the vehicle. Note that, in the seventh embodiment, the same components as those in the fifth embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

  The railway vehicle 71 according to the seventh embodiment is substantially the same as the railway vehicle 51 according to the fifth embodiment. The vehicle body 2, the carriage 3, the wheels 4, the vertical movement semi-active suspension 72, the lateral movement semi-active suspension 73, A vehicle body vibration sensor 10, first and second controllers 74, 75, and the like are provided.

  The vertically moving semi-active suspension 72 is configured in substantially the same manner as the vertically moving semi-active suspension 22 according to the second embodiment. That is, the vertically moving semi-active suspension 72 is configured by a semi-active damper that controls the flow of the working fluid by the actuator 72A. The vertical movement semi-active suspension 72 generates a damping force that reduces vibrations with respect to the vertical vibrations of the vehicle body 2 relative to the carriage 3 based on a control command from the first controller 74.

  The left / right semi-active suspension 73 is configured in substantially the same manner as the left / right semi-active suspension 32 according to the third embodiment. That is, the left-right moving semi-active suspension 73 is configured by a semi-active damper that controls the flow of the working fluid by the actuator 73A. The left-right movement semi-active suspension 73 generates a damping force that reduces vibrations in response to vibrations in the left-right direction of the vehicle body 2 with respect to the carriage 3 based on a control command from the second controller 75.

  The first controller 74 is configured in substantially the same manner as the first controller 53 according to the fifth embodiment. For this reason, the first controller 74 calculates the damping force that should be generated by the vertically moving semi-active suspension 72 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The first controller 74 calculates and processes a control command signal (control command) such as a target current value to be output to the actuator 72A of the vertical movement semi-active suspension 72, and controls the damping force of the vertical movement semi-active suspension 72. To do.

  Further, the first controller 74 executes a cooperative control program described later, and adjusts the damping force of the vertically moving semi-active suspension 72 according to the traveling speed V of the vehicle 51. In addition, the first controller 74 is connected to the second controller 75 via various networks. The first controller 74 outputs a cooperative control signal for adjusting the gain of the left-right moving semi-active suspension 73 toward the second controller 75 according to the traveling speed V of the vehicle 71.

  The second controller 75 is configured in substantially the same manner as the second controller 54 according to the fifth embodiment. For this reason, the second controller 75 calculates a damping force that should be generated by the left / right semi-active suspension 73 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The second controller 75 computes a control command signal (control command) to be output to the actuator 73A of the left / right semi-active suspension 73 and controls the damping force of the left / right semi-active suspension 73. Further, the second controller 75 adjusts the gain of the left / right semi-active suspension 73 based on the cooperative control signal from the first controller 74.

  Next, a cooperative control program for the vertically moving semi-active suspension 72 and the horizontally moving semi-active suspension 73 executed by the first and second controllers 74 and 75 will be described with reference to FIGS. Note that the cooperative control program shown in FIG. 11 is repeatedly executed at predetermined control cycles.

  First, Step 41 shows an example of the traveling speed determination unit. In step 41, the first controller 74 determines whether or not the traveling speed V of the vehicle 71 acquired by the traveling speed acquisition unit 52 is equal to or greater than a predetermined threshold value Vd (V ≧ Vd).

  When it is determined as “YES” in step 41, the traveling speed V is equal to or higher than the threshold value Vd, and the vehicle 71 is traveling at a high speed. At this time, it is considered that the laterally moving semi-active suspension 73 can generate a larger damping force than the vertically moving semi-active suspension 72. For this reason, the first controller 74 outputs a cooperative control signal to the second controller 75. As a result, in step 42, the second controller 75 increases the gain related to the roll vibration of the left and right moving semi-active suspension 73. In addition, in step 43, the first controller 74 decreases the gain related to roll vibration of the vertically moving semi-active suspension 72.

  On the other hand, when “NO” is determined in the step 41, the traveling speed V is lower than the threshold value Vd, and the vehicle 71 is traveling at a low speed. At this time, it is considered that the vertical motion semi-active suspension 72 can generate a larger damping force than the left-right motion semi-active suspension 73. For this reason, in step 44, the first controller 74 increases the gain related to the roll vibration of the vertically moving semi-active suspension 72. In addition, the first controller 74 outputs a cooperative control signal to the second controller 75. As a result, in step 45, the second controller 75 reduces the gain related to the roll vibration of the left and right moving semi-active suspension 73.

  Thus, when the vertically-moving semi-active suspension 72 and the left-and-right moving semi-active suspension 73 are semi-active dampers, a force can be generated by the expansion and contraction of the dampers. For this reason, the force that can generate the semi-active damper in the direction of small vibration is small.

  Considering this point, in the seventh embodiment, the left and right moving semi-active suspension 73 increases the gain with respect to the left and right vibration and the roll vibration and the vertical movement semi active suspension 72 decreases the gain with respect to the roll vibration in the seventh embodiment. On the other hand, when traveling at a low speed, the vertically moving semi-active suspension 72 increases the gain for vertical vibration and roll vibration, and the laterally moving semi-active suspension 73 decreases the gain for roll vibration.

  Thereby, the gain for the roll vibration of the vertical movement semi-active suspension 72 and the left-right movement semi-active suspension 73 is adjusted according to the traveling speed V, and the semi-active suspensions 72 and 73 in the direction in which a force can be generated are rolled. Can play a role. As a result, optimal control can be performed and riding comfort can be improved. Therefore, in the seventh embodiment, substantially the same operational effects as in the fifth embodiment can be obtained.

  Next, FIG. 9 and FIG. 12 show an eighth embodiment of the present invention. A feature of the eighth embodiment resides in that the gains of the vertically moving semiactive suspension and the horizontally moving semiactive suspension are switched according to the traveling position of the vehicle. In the eighth embodiment, the same components as those in the above-described sixth embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The railway vehicle 81 according to the eighth embodiment is substantially the same as the railway vehicle 61 according to the sixth embodiment. The vehicle body 2, the carriage 3, the wheels 4, the vertical movement semi-active suspension 82, the lateral movement semi-active suspension 83, A vehicle body vibration sensor 10, first and second controllers 84, 85, and the like are provided.

  The vertically moving semi-active suspension 82 is configured in substantially the same manner as the vertically moving semi-active suspension 22 according to the second embodiment. That is, the vertically moving semi-active suspension 82 is configured by a semi-active damper that controls the flow of the working fluid by the actuator 82A. The vertical movement semi-active suspension 82 generates a damping force that reduces the vibration with respect to the vertical vibration of the vehicle body 2 with respect to the carriage 3 based on a control command from the first controller 84.

  The left / right semi-active suspension 83 is configured in substantially the same manner as the left / right semi-active suspension 32 according to the third embodiment. That is, the left-right moving semi-active suspension 83 is configured by a semi-active damper that controls the flow of the working fluid by the actuator 83A. The left / right semi-active suspension 83 generates a damping force that reduces the vibration with respect to the left / right vibration of the vehicle body 2 relative to the carriage 3 based on a control command from the second controller 85.

  The first controller 84 is configured in substantially the same manner as the first controller 63 according to the sixth embodiment. Therefore, the first controller 84 calculates the damping force that should be generated by the vertically moving semi-active suspension 82 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The first controller 84 calculates and processes a control command signal (control command) to be output to the actuator 82A of the vertically moving semi-active suspension 82, and controls the damping force of the vertically moving semi-active suspension 82.

  Further, the first controller 84 executes a cooperative control program described later, and adjusts the damping force of the vertically moving semi-active suspension 82 according to the traveling position of the vehicle 51. In addition, the first controller 84 is connected to the second controller 85 via various networks. The first controller 84 outputs a cooperative control signal for adjusting the gain of the left / right semi-active suspension 83 toward the second controller 85 according to the travel position of the vehicle 81.

  The second controller 85 is configured in substantially the same manner as the second controller 64 according to the sixth embodiment. For this reason, the second controller 85 calculates a damping force that should be generated by the left / right semi-active suspension 73 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The second controller 85 computes a control command signal (control command) to be output to the actuator 83A of the left / right semi-active suspension 83, and controls the damping force of the left / right semi-active suspension 83. Further, the second controller 85 adjusts the gain of the left / right semi-active suspension 83 based on the cooperative control signal from the first controller 84.

  Next, a cooperative control program for the vertically moving semi-active suspension 82 and the horizontally moving semi-active suspension 83 executed by the first and second controllers 84 and 85 will be described with reference to FIGS. The cooperative control program shown in FIG. 12 is repeatedly executed every predetermined control cycle.

  First, step 51 shows an example of the travel position determination unit. In step 51, the first controller 84 determines whether or not the travel position of the vehicle 81 acquired by the position information acquisition unit 62 is in a section where left-right vibration is dominant.

  When it is determined as “YES” in step 51, the vehicle 81 is traveling in a section in which left-right vibration is dominant. At this time, it is considered that the laterally moving semi-active suspension 83 can generate a larger damping force than the vertically moving semi-active suspension 72. For this reason, the first controller 84 outputs a cooperative control signal to the second controller 85. As a result, in step 52, the second controller 85 increases the gain relating to the roll vibration of the left-right moving semi-active suspension 83. In addition, in step 53, the first controller 84 reduces the gain related to roll vibration of the vertically moving semi-active suspension 82.

  On the other hand, when it is determined “NO” in step 51, the vehicle 81 is traveling outside the section where the left-right vibration is dominant. At this time, it is considered that the vertical motion semi-active suspension 82 can generate a larger damping force than the left-right motion semi-active suspension 83. Therefore, in step 54, the first controller 84 increases the gain related to the roll vibration of the vertically moving semi-active suspension 82. In addition, the first controller 84 outputs a cooperative control signal to the second controller 85. As a result, in step 55, the second controller 85 reduces the gain related to the roll vibration of the left-right moving semi-active suspension 83.

  Thus, in the eighth embodiment, substantially the same operational effects as in the sixth and seventh embodiments can be obtained.

  Next, FIGS. 1, 13 and 14 show a ninth embodiment of the present invention. The feature of the ninth embodiment is that the gain of the left-right active suspension is switched when the vertical active suspension is lost. Note that in the ninth embodiment, identical symbols are assigned to components identical to those in the first embodiment described above, and descriptions thereof are omitted.

  The railway vehicle 91 according to the ninth embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriage 3, the wheels 4, the vertical motion active suspension 8, the lateral motion active suspension 9, and the vehicle body vibration The sensor 10 includes first and second controllers 92 and 93.

  The first controller 92 is configured in substantially the same manner as the first controller 11 according to the first embodiment. Therefore, the first controller 92 calculates the damping force that should be generated by the vertical movement active suspension 8 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The first controller 92 calculates a control command signal (control command) to be output to the actuator 8 </ b> A of the vertical movement active suspension 8 and controls the vibration damping force of the vertical movement active suspension 8.

  Further, the first controller 92 grasps whether or not the vertical movement active suspension 8 has failed (OFF state) based on, for example, the value of the current flowing through the actuator 8A. In addition, the first controller 92 is connected to the second controller 93 via various networks. The first controller 92 executes the cooperative control program shown in FIG. 13, and the gain of the left and right active suspension 9 is directed toward the second controller 93 depending on whether or not the vertically active suspension 8 has failed. A cooperative control signal for adjusting the output is output.

  The second controller 93 is configured in substantially the same manner as the second controller 12 according to the first embodiment. Therefore, the second controller 93 calculates the damping force that should be generated by the left-right active suspension 9 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The second controller 93 calculates a control command signal (control command) to be output to the actuator 9 </ b> A of the left / right active suspension 9 and controls the damping force of the left / right active suspension 9. Further, the second controller 93 adjusts the gain of the left-right active suspension 9 based on the cooperative control signal from the first controller 92.

  Next, a cooperative control program for the vertically moving active suspension 8 and the horizontally moving active suspension 9 executed by the first and second controllers 92 and 93 will be described with reference to FIGS. The cooperative control program shown in FIG. 13 is repeatedly executed every predetermined control cycle.

  First, step 61 shows an example of a failure state determination unit. In step 61, the first controller 92 determines whether or not the vertically moving active suspension 8 has failed.

  If “YES” is determined in step 61, it is considered that the vertical movement active suspension 8 has a problem and the vertical movement active suspension 8 is in a state (OFF state) in which a desired vibration damping force cannot be generated. At this time, the first controller 92 outputs a cooperative control signal to the second controller 93. Thereby, in step 62, the 2nd controller 93 raises the gain regarding the roll vibration of the left-right active suspension 9 (refer FIG. 14).

  On the other hand, when it is determined as “NO” in step 61, it is considered that the vertically moving active suspension 8 is in a state (ON state) in which a desired vibration damping force can be generated. For this reason, in order to control the vertical movement active suspension 8 and the left and right movement active suspension 9 as usual, the gain is maintained as it is, and the cooperative control process is ended. At this time, the vertical movement active suspension 8 and the left and right movement active suspension 9 respectively generate vibration damping forces that suppress the vibration of the vehicle body 2.

  Thus, in the ninth embodiment, when the vertically moving active suspension 8 fails, the left and right active suspension 9 performs control so as to suppress not only the left and right vibrations and yaw vibrations of the vehicle body 2 but also the roll vibrations. Change the control law to Thereby, even if the vertical movement active suspension 8 becomes uncontrollable, roll vibration can be suppressed. For this reason, even when a problem occurs in the vertical movement active suspension 8, it is possible to suppress the deterioration of riding comfort.

  In the ninth embodiment, the control gain for roll vibration is increased or decreased when the vertically moving active suspension 8 fails. The present invention is not limited to this. When the vertical movement active suspension 8 is normal, the control gain for the roll vibration of the left and right movement active suspension 9 is 0. A method of changing to a gain capable of controlling vibration may be used.

  In the ninth embodiment, the vertical movement active suspension 8 and the horizontal movement active suspension 9 are both constituted by active dampers. The present invention is not limited to this, and may be applied to a railway vehicle including a vertically moving semi-active suspension made of a semi-active damper and a left-right moving active suspension made of an active damper.

  Similarly, the present invention may be applied to a railway vehicle provided with a vertically moving active suspension made of an active damper and a left and right moving semiactive suspension made of a semiactive damper. However, the left / right semi-active suspension can only generate a force in the direction opposite to the piston expansion / contraction direction. For this reason, the direction of the force that suppresses the roll vibration does not necessarily coincide with the direction of the force that is generated by the left-right moving semi-active suspension. Therefore, the effect is limited compared to the ninth embodiment. However, even in this case, roll vibration can be reduced as compared with a configuration in which the vertically moving active suspension and the horizontally moving semiactive suspension are not linked.

  Next, FIGS. 1, 15 and 16 show a tenth embodiment of the present invention. The feature of the tenth embodiment is that, in addition to whether the vertically moving semi-active suspension has failed, the direction of the damping force generated by the vertically moving semi-active suspension is considered, The configuration is such that the gain of the dynamic active suspension is switched. Note that in the tenth embodiment, identical symbols are assigned to components identical to those in the first embodiment described above, and descriptions thereof are omitted.

  The railway vehicle 101 according to the tenth embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriage 3, the wheels 4, the vertically moving semi-active suspension 102, the laterally moving active suspension 9, the vehicle body A vibration sensor 10 and first and second controllers 103 and 104 are provided.

  The vertically moving semi-active suspension 102 is configured similarly to the vertically moving semi-active suspension 22 according to the second embodiment. That is, the vertically moving semi-active suspension 102 controls the flow of the working fluid by the actuator 102A. The vertically moving semi-active suspension 102 generates a damping force that reduces vibrations with respect to the vertical vibrations of the vehicle body 2 relative to the carriage 3 based on a control command from the first controller 103.

  The first controller 103 is configured in substantially the same manner as the first controller 92 according to the ninth embodiment. Therefore, the first controller 103 calculates the damping force that should be generated by the vertically moving semi-active suspension 102 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The first controller 103 computes a control command signal (control command) to be output to the actuator 102A of the vertical movement semi-active suspension 102, and controls the damping force of the vertical movement semi-active suspension 102.

  Further, the first controller 103 grasps whether or not the vertically moving semi-active suspension 102 has failed based on the value of the current flowing through the actuator 102A, for example. In addition, the first controller 103 is connected to the second controller 104 via various networks. The first controller 103 executes the cooperative control program shown in FIG. 15, depending on whether or not the vertically moving semiactive suspension 102 has failed, the direction of the damping force of the vertically moving semiactive suspension 102, and the like. Then, a cooperative control signal for adjusting the gain of the left-right active suspension 9 is output toward the second controller 104.

  The second controller 104 is configured in substantially the same manner as the second controller 12 according to the first embodiment. Therefore, the second controller 104 calculates the damping force that should be generated by the left-right active suspension 9 in order to control the vibration of the vehicle body 2 based on the detection signal from the vehicle body vibration sensor 10. The second controller 104 calculates a control command signal (control command) to be output to the actuator 9 </ b> A of the left / right active suspension 9 and controls the damping force of the left / right active suspension 9. Further, the second controller 104 adjusts the gain of the left-right active suspension 9 based on the cooperative control signal from the first controller 103.

  Next, a cooperative control program for the vertically moving semi-active suspension 102 and the horizontally moving active suspension 9 executed by the first and second controllers 103 and 104 will be described with reference to FIG. 1, FIG. 15, and FIG. Note that the cooperative control program shown in FIG. 15 is repeatedly executed at predetermined control cycles.

  First, step 71 shows an example of a failure state determination unit. In step 71, the first controller 103 determines whether or not the vertically moving semi-active suspension 102 has failed. If “YES” is determined in step 71, the first controller 103 outputs a cooperative control signal to the second controller 104. Thereby, in step 72, the 2nd controller 104 raises the gain regarding the roll vibration of the left-right active suspension 9 (refer FIG. 16).

  On the other hand, when it is determined “NO” in step 71, the process proceeds to step 73. Step 73 shows an example of the damping force direction determination unit. In step 73, the first controller 103 determines whether or not the direction of the force for suppressing the roll vibration matches the direction of the force generated by the vertically moving semi-active suspension 102. Here, the vertically moving semi-active suspension 102 can generate only a force in the direction opposite to the piston expansion / contraction direction. Therefore, in step 73, it is determined whether or not the direction of the force for suppressing the roll vibration and the piston expansion / contraction direction of the vertically moving semi-active suspension 102 are opposite to each other.

  When it is determined as “YES” in step 73, the direction of the force for suppressing the roll vibration is coincident with the direction of the force generated by the vertically moving semi-active suspension 102. At this time, the vertically moving semi-active suspension 102 formed of a semi-active damper can suppress roll vibration. Therefore, the process moves to step 74, and the first controller 103 increases the gain related to the roll vibration of the vertically moving semi-active suspension 102 (see FIG. 16).

  On the other hand, when “NO” is determined in step 73, the direction of the force for suppressing the roll vibration and the direction of the force generated by the vertical movement semi-active suspension 102 do not coincide with each other, and the vertical movement semi consisting of the semi-active dampers. The active suspension 102 cannot suppress roll vibration. Therefore, the process proceeds to step 75, and the first controller 103 reduces the gain related to the roll vibration of the vertically moving semi-active suspension 102. In addition to this, the first controller 103 outputs a cooperative control signal to the second controller 104. Thereby, the process proceeds to step 72, and the second controller 104 increases the gain relating to the roll vibration of the left-right active suspension 9 (see FIG. 16).

  Thus, in the tenth embodiment, similarly to the ninth embodiment, when the vertically moving semi-active suspension 102 becomes uncontrollable, the left and right moving active suspension 9 performs control to suppress roll vibration. For this reason, in the tenth embodiment, substantially the same operational effects as those in the ninth embodiment can be obtained.

  However, in the tenth embodiment, since the vertical movement semi-active suspension 102 is configured by a semi-active damper, even when the vertical movement semi-active suspension 102 is controllable, there is a state where roll vibration cannot be suppressed. is there.

  For example, if the vertical vibration or pitch vibration of the vehicle body 2 is dominant, the direction of the force generated to suppress the roll vibration may be different from the direction of the force generated by the vertical movement semi-active suspension 102. . In that case, the vertically moving semi-active suspension 102 can only perform control such that the damping force becomes small with respect to roll vibration, and cannot suppress roll vibration.

  Therefore, if the direction of the force generated to suppress roll vibration is different from the direction of the force generated by the vertical movement semi-active suspension 102, the vertical movement semi-active suspension 102 stops the roll control and instead moves to the left and right. The active suspension 9 performs roll control. Thereby, even when the vertically moving semi-active suspension 102 is configured by a semi-active damper, roll vibration can be suppressed in cooperation with the left-right moving active suspension 9.

  In order to switch the control of the vertical movement semi-active suspension 102 and the left-right movement active suspension 9 according to the state of the vertical movement semi-active suspension 102, the expansion / contraction direction of the vertical movement semi-active suspension 102, that is, the positive / negative of the piston speed, is changed. It must be an understandable system. Such information may be estimated from vehicle body acceleration, or may be measured by attaching a stroke sensor to the vertically moving semi-active suspension 102.

  In the ninth and tenth embodiments, when the vertical movement active suspension 8 and the vertical movement semi-active suspension 102 cannot generate sufficient force to suppress vibration, the left and right movement active suspension 9 vibrates. It was set as the structure which suppresses. The present invention is not limited to this, and when the left-right active suspension or the left-right active semi-suspension cannot generate sufficient force to suppress vibration, the vertical active suspension may be used to suppress vibration.

  In the first embodiment, the operation of the vertically moving active suspension 8 and the operation of the horizontally moving active suspension 9 are both known, but the present invention is not limited to this. As in the case of the railcar 111 according to the first modification shown in FIG. 17, for example, even when the operating state of the left-right active suspension 9 is unknown, the state of the left-right active suspension 9 is estimated, and the up-down active suspension 8 is estimated. It is good also as a structure which controls. Specifically, by estimating the state of the left and right active suspension 9, in a situation where the left and right active suspension 9 hardly generates force, it is possible to perform coordinated control such that the vertical active suspension 8 supplements roll control. It is. For this purpose, it is necessary to estimate the stroke state of the left-right active suspension 9. For this estimation, state estimation using the Kalman filter 112 can be considered. The Kalman filter 112 estimates the stroke state of the left-right active suspension 9 based on, for example, a signal from the vehicle body vibration sensor 10 and the state of the vertical-motion active suspension 8. If the stroke of the left / right active suspension 9 can be estimated, the first controller 11 can control the up / down active suspension 8 in cooperation with the left / right active suspension 9. This configuration can also be applied to the second to fourth embodiments.

  Further, in the first embodiment, the vertical movement active suspension 8 and the left and right movement active suspension 9 are separately controlled by the first and second controllers 11 and 12, but the present invention is not limited to this. As in the railcar 121 according to the second modification shown in FIG. 18, both the vertical movement active suspension 8 and the left and right movement active suspension 9 are controlled by a single controller 122 in which the first and second controllers are integrated. It is good also as a structure. In this case, the controller 122 includes a vertical movement control controller 123 for controlling the generated force of the vertical movement active suspension 8 and a left / right movement control controller 124 for controlling the generated force of the left / right movement active suspension 9. . This configuration can also be applied to the second to ninth embodiments.

  In the first embodiment, the first and second controllers 11 and 12 are configured to control the vertical movement active suspension 8 and the left and right movement active suspension 9 according to the Skyhook control law. The present invention is not limited to this, and the vertical movement active suspension and the left and right movement active suspension may be controlled based on other control laws such as an LQG control law and an H∞ control law. This configuration can also be applied to the second to tenth embodiments.

  In the first embodiment, the roll vibration of the vehicle body 2 is cooperatively controlled by the vertical movement active suspension 8 and the left and right movement active suspension 9. The present invention is not limited to this, and other vibrations may be cooperatively controlled by the vertical movement active suspension 8 and the left-right movement active suspension 9. This configuration can also be applied to the second to tenth embodiments.

  It is needless to say that each of the embodiments described above is an exemplification, and partial replacement or combination of the configurations shown in the different embodiments is possible.

  Next, other embodiments will be described. The vertical motion control controller determines the generated force of the vertical power generation mechanism according to the state of the left and right power generation mechanism. For this reason, when the vibration of the vehicle body cannot be suppressed by the left and right power generation mechanism, the vibration of the vehicle body can be suppressed by the generated force of the vertical power generation mechanism, and the riding comfort of the vehicle can be improved.

  The vertical power generation mechanism and the left / right power generation mechanism are configured by a vertical movement control damper and a horizontal movement control damper that control the flow of the working fluid by an actuator. For this reason, the vertical motion control controller can determine the generated force of the vertical motion control damper according to the state of the lateral motion control damper.

  The left-right motion control controller performs control to increase the generating force of the left-right power generation mechanism when the generating force of the vertical vibration by the vertical power generation mechanism is insufficient. For this reason, when the generation force of the vertical vibration by the vertical power generation mechanism is insufficient and the vibration of the vehicle body cannot be suppressed, the generation force of the left and right power generation mechanism can be increased to suppress the vibration of the vehicle body.

  The vertical motion control controller performs control so as to increase the generated force of the vertical power generation mechanism when the horizontal vibration generation force by the left and right power generation mechanism is insufficient. For this reason, when the generation force of the left-right vibration by the left-right power generation mechanism is insufficient and the vibration of the vehicle body cannot be suppressed, the generation force of the vertical power generation mechanism can be increased to suppress the vibration of the vehicle body.

  The left / right motion controller increases the power generated by the left / right power generation mechanism when the vehicle travel speed is high, and the up / down motion controller controls the vertical power generation mechanism during low speed travel at a lower speed than during high speed travel. Increase the power of generation. Here, when traveling at high speed, vibration in the left-right direction is dominant due to the influence of aerodynamic vibration or the like. At this time, since the left-right motion controller increases the generated force of the left-right power generation mechanism, the left-right vibration generated during high speed traveling can be suppressed by the generated force of the left-right power generation mechanism.

  On the other hand, when traveling at a low speed, vertical vibration is dominant. At this time, since the vertical motion control controller increases the generated force of the vertical power generation mechanism, the vertical vibration generated during low-speed traveling can be suppressed by the generated force of the vertical power generation mechanism.

  Since the generated force is adjusted by changing the gain, while maintaining the control of the vertical power generation mechanism and the control of the left and right power generation mechanism, when the vibration suppression by one generated force is insufficient, the other generated force By virtue of this, vibration suppression can be supplemented, and both can be coordinated and controlled.

  As the suspension control device based on the above-described embodiment, for example, the following modes can be considered.

  As a first aspect of the suspension control device, a suspension control device provided in a vehicle having a vehicle body and a carriage is a vertical power generation mechanism provided between the vehicle body and the carriage, and is a vibration in the vertical direction. A vertical power generation mechanism for generating a force against the vehicle, and a left-right power generation mechanism to be provided between the vehicle body and the carriage, wherein the left-right power generation mechanism generates a force against vibration in the left-right direction; A vertical motion control controller that controls the force generated by the vertical power generation mechanism; and a left / right motion control controller that controls the force generated by the left / right power generation mechanism, wherein the vertical motion control controller The force generated by the vertical power generation mechanism is determined according to the state of the generation mechanism.

  As a second aspect, in the first aspect, the vertical power generation mechanism and the left-right power generation mechanism are a vertical movement control damper and a horizontal movement control damper that control the flow of the working fluid by an actuator.

  As a third aspect, in the first aspect, the left-right motion control controller generates the left-right power generation mechanism when the force generated by the vertical power generation mechanism with respect to the vertical vibration is insufficient. The left and right power generation mechanism is controlled to increase the force.

  As a fourth aspect, in the first aspect, the vertical motion control controller generates the vertical power generation mechanism when the force generated by the left / right power generation mechanism with respect to the vibration in the horizontal direction is insufficient. The vertical power generation mechanism is controlled so as to increase the force.

  As a fifth aspect, in the first aspect, the left-right motion control controller increases the force generated by the left-right power generation mechanism when the traveling speed of the vehicle is higher than a predetermined speed. The controller increases the force generated by the vertical power generation mechanism when the traveling speed of the vehicle is lower than the predetermined speed.

  As a sixth aspect, in any one of the first to fifth aspects, the force generated by the vertical power generation mechanism and the force generated by the left and right power generation mechanism are obtained by changing a gain. Adjusted.

  As mentioned above, although several embodiment of this invention has been described, embodiment of the invention mentioned above is for making an understanding of this invention easy, and does not limit this invention. The present invention can be changed and improved without departing from the spirit thereof, and the present invention includes equivalents thereof. In addition, any combination or omission of each constituent element described in the claims and the specification is possible within a range where at least a part of the above-described problems can be solved or a range where at least a part of the effect is achieved. It is.

  The present application claims priority based on Japanese Patent Application No. 2016-033330 filed on Feb. 24, 2016. The entire disclosure including the specification, claims, drawings, and abstract of Japanese Patent Application No. 2016-033330 filed on Feb. 24, 2016 is incorporated herein by reference in its entirety.

  1, 21, 31, 41, 51, 61, 71, 81, 91, 101, 111, 121 Rail vehicle (vehicle), 2 vehicle bodies, 3 carts, 4 wheels, 8 vertical movement active suspension (vertical power generation mechanism), 8A, 9A, 22A, 32A, 42A, 72A, 73A, 82A, 83A, 102A Actuator, 9 Left / Right Active Suspension (Left / Right Power Generation Mechanism), 10 Car Body Vibration Sensor (Car Body State Detection Unit), 11, 23, 33, 43, 53, 63, 74, 84, 92, 103 First controller (vertical motion control controller) 12, 34, 54, 64, 75, 85, 93, 104 Second controller (right and left motion control controller), 22, 42, 72, 82, 102 Vertical motion semi-active suspension (vertical motion control damper) 32,73,83 lateral movement semiactive suspension (lateral movement control damper) 52 traveling speed acquiring unit, 62 position information acquiring unit, 112 a Kalman filter, 122 controller, 123 vertical movement controller, 124 horizontal movement controller

Claims (6)

A suspension control device provided in a vehicle having a vehicle body and a carriage,
A vertical power generation mechanism for being provided between the vehicle body and the carriage, wherein the vertical power generation mechanism generates a force against vibration in the vertical direction;
A left-right power generation mechanism for being provided between the vehicle body and the carriage, wherein the left-right power generation mechanism generates a force against vibration in the left-right direction;
A vertical motion control controller for controlling the force generated by the vertical power generation mechanism;
A left-right motion control controller for controlling the force generated by the left-right power generation mechanism;
With
When the force generated by the left and right power generation mechanism with respect to the roll vibration in the left and right direction is insufficient , the vertical movement control controller is configured to increase the force generated by the vertical power generation mechanism with respect to roll vibration. A suspension control device that controls the power generation mechanism . The suspension control device according to claim 1,
The vertical power generation mechanism and the horizontal power generation mechanism are a vertical motion control damper and a horizontal motion control damper that control a flow of a working fluid by an actuator. The suspension control device according to claim 1,
The left / right motion control controller controls the left / right power generation mechanism to increase the force generated by the left / right power generation mechanism when the force generated by the vertical power generation mechanism with respect to the vertical vibration is insufficient. Suspension control device. The suspension control device according to claim 1,
The left-right motion controller increases the force generated by the left-right power generation mechanism when the traveling speed of the vehicle is higher than a predetermined speed,
The vertical movement control controller increases the force generated by the vertical power generation mechanism when the traveling speed of the vehicle is lower than the predetermined speed. The suspension control device according to claim 1,
The suspension controller is configured to adjust a force generated by the vertical power generation mechanism and a force generated by the left / right power generation mechanism by changing a gain. A vehicle,
The vehicle body;
The cart,
A vehicle comprising the suspension control device according to claim 1.

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