JP2003094986A - Automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automobile or its motion control system improving moving performance and having motion controllability of high function. SOLUTION: This automobile is provided with a steering means for performing turning motion; an accelerator means for changing the output of an engine that drives driving wheels; a braking means for changing the braking force of the wheels; an actuator for operating at least one means out of the respective means; a controller for controlling the actuator; and a moving state detecting means for detecting that the direction of a value of differential acceleration generated to a vehicle is reverse to the direction of acceleration generated to the vehicle. When the direction of the jerk generated to the vehicle is reverse to the direction of the acceleration, the actuator is controlled to reduce acceleration applied to the vehicle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motion control system, a vehicle, an elevator, a railcar, a magnetic levitation vehicle, which controls the motion of an object by using a differential value of acceleration of a moving body, that is, jerk information. Seismic simulator, stage, building vibration control system, robot arm, aircraft and controller,
The present invention also relates to a motion evaluation device for evaluating motion of these systems, a structure of a sensor for detecting jerk, a sensor for detecting angular acceleration, and a method for controlling a moving object.

[0002]

2. Description of the Related Art As physical quantities that describe the motion of an object, various quantities such as position, velocity (or angular velocity), and acceleration (or angular acceleration) can be mentioned. A sensor for detecting each physical quantity has been devised and put into practical use. By the way, humans
Acceleration and higher-order physical quantities can only be detected visually visually and can be perceptually detected as bodily sensations. For example, when riding on a moving body such as an automobile, a rail car, or an elevator, acceleration or
When decelerating, the change in state can be perceived sensationally.

According to literatures such as "Development of acceleration sensor for automobile (Nissan Giho No. 23, Sho 62-12)", human beings are more sensitive to acceleration, which is a differential value thereof, than acceleration. Is known to do.

[0004]

This fact indicates that speed is deeply involved in the feelings of comfort and discomfort felt by humans. Therefore, in order to more comfortably control vehicles such as automobiles, railway cars, and elevators that move, it is necessary to detect not only this acceleration but also the differential value, jerk, and control using that information. Will be required.

Further, it is natural to think that human beings use these jerk information when controlling their own movements. If this is replaced by various movement control of an object, In order to achieve highly accurate motion control of an object, control using the jerk information of the object is required.

Also, assuming that the vehicle is being driven, when a sudden change in vehicle behavior occurs due to a sudden change in road surface conditions, the driver can perceive this as a change in acceleration, that is, a jerk, so that skilled driving is possible. A person can reduce the behavior change of the vehicle by driving. This means that in order to realize a vehicle that can be driven like a skilled driver even when a general driver drives, the vehicle acceleration information is detected and the vehicle motion is detected using this information. It is necessary to control.

Further, in addition to the control using the various kinds of jerk information as described above, the control using the conventional control based on the position, speed, and acceleration information in combination can further improve the control effect dramatically. it can.

By the way, the jerk information can be obtained by passing the output of various practically used acceleration sensors through a differential filter circuit circuit. Moreover, it is possible to detect acceleration and jerk at the same time, which is necessary for the reasons described above.

However, when trying to obtain a jerk in a high frequency range, noise and phase delay may become problems. Therefore, when the jerk information in the low frequency range is required, an acceleration sensor and a differentiating circuit are used, and when the jerk information with high frequency or high accuracy is required, another detection method is required. Further, it is desirable that not only the jerk but also the acceleration can be detected at the same time.

It is an object of the present invention to provide an automobile or a motion control system for the automobile having improved motion performance and highly functional motion controllability.

[0011]

In order to achieve the above object, a vehicle according to the present invention has a steering means for performing a turning motion, an accelerator means for changing an output of an engine for driving a driving wheel, and a wheel control. Brake means for changing power, an actuator for operating at least one of the means, a controller for controlling the actuator, and a direction of jerk generated in the vehicle is opposite to a direction of acceleration generated in the vehicle. When the controller detects that the direction of jerk generated in the vehicle is opposite to the direction of acceleration generated in the vehicle. First, the actuator is controlled so that the acceleration acting on the vehicle becomes small.

The motion state detecting means is provided so as to detect the jerk in the front-rear direction of the vehicle, and when it is detected that the jerk is opposite to the direction of the acceleration acting in the front-rear direction of the vehicle, The controller may control the actuator to reduce the output of the engine. Further, the motion state detecting means is provided so as to detect a longitudinal jerk of the vehicle, and the controller is detected when it is detected that the jerk is opposite to a direction of acceleration acting in the longitudinal direction of the vehicle. May control the actuator to reduce the braking force of the braking means. Further, the motion state detecting means is provided so as to detect a lateral jerk of the vehicle, and the controller is detected when it is detected that the jerk is in a direction opposite to a direction of acceleration acting in a lateral direction of the vehicle. May control the actuator to steer the rear wheels in the steering direction of the front wheels. Further, the motion state detecting means serves as a jerk detecting means, a first member, a second member relatively movable with respect to the first member, and a magnetic flux fixed to the first member to generate a magnetic flux. A magnet for generating, at least one coil in the magnetic flux of the magnet, which is fixed to the second member, and a movement of the second member with respect to the first member, and the magnetic flux is used to detect the coil. Means for passing an electric current between the magnet and the magnet to generate a force with respect to the movement of the second member relative to the first member,
Means for detecting a voltage corresponding to a differential value of acceleration generated between the coils by the current may be provided.

In addition to the conventional control using position, velocity, and acceleration information, additional velocity information, which is a physical quantity reflecting the motion state of an object, is added to the control to actively control the mass. And the damping is actively changed in acceleration control, and the control effect can be further improved.

A movable member (second member) provided with a coil, which is displaced in the sensor in accordance with the generated acceleration.
The magnet is placed at a position where a force is generated in the movable member when a current is applied to this coil, the displacement of this movable member from the reference position is detected, and the feedback current flowing in the coil and the magnet The torque generated by the magnetic field keeps the movable member at the zero position, and the generated voltage is taken out to the outside as a sensor output, so that the feedback current amount flowing in the coil at this time is accurately related to the acceleration applied to the movable member. Indicates a proportional physical quantity. At this time, the voltage across the coil exhibits a physical quantity proportional to the differential value of the feedback current according to the law of electromagnetic induction. Therefore, by detecting this voltage, the differential value of the feedback current, that is, the differential value of the acceleration applied to the movable member (jerk)
The physical quantity proportional to can be detected with high accuracy. Further, if the current value at this time is detected, the acceleration can be detected at the same time.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is an overall configuration diagram showing a concept of a motion control system using jerk information, FIG. 2 is an overall configuration diagram of an jerk sensor, and FIG. 3 is a diagram showing a balance state when acceleration acts, 4 is an explanatory diagram of a coil circuit equation, FIG. 5 is an explanatory diagram of a coil circuit equation in the case of having an internal resistance, FIG. 6 is a circuit configuration diagram of a signal processing portion, and FIG. 7 is another whole jerk sensor. Configuration diagram, FIG. 8 is a diagram showing a jerk detection method using an analog circuit, FIG. 9 is a diagram showing a jerk detection method using a digital circuit, and FIG. 10 is a derivative of an output of the jerk sensor and acceleration. FIG. 11 is a diagram showing a comparison with circuit output, FIG. 11 is a diagram showing a configuration for obtaining jerk information by an jerk sensor, and FIG. 12 is a diagram showing a configuration for obtaining jerk information by an acceleration sensor and differentiating means. FIG. 13 is a motion model of a motion control system using jerk information. Is a diagram illustrating a.

As shown in FIG. 1, the motion control system of this embodiment is fixed to an object 50, a jerk detection device 51 for detecting the jerk of the object 50, and a controller for controlling the movement of the object 50. It is composed of a rotor 52 and an actuator 53 that generates a force acting on the object. Controller 5
2 receives the jerk information detected by the jerk detection device 51, and controls the movement of the object 50 by using the actuator 53 by the output from the controller 52.

The jerk sensor which constitutes the jerk detection device 51 includes a casing 10a and a joint 1 as shown in FIG.
The pendulum 1 attached so that it can be moved in one degree of freedom by the coil 3, the coil 3 fixed to the pendulum 1, the movable electrode 41 attached in the movement direction on the other end side of the pendulum 1, and the magnet 2 Attached casing 10 and casing 1
The fixed electrode 42 formed to face the movable electrode 41 at 0, the pendulum displacement detector 40 for detecting the displacement of the pendulum 1 from the balanced position, and the pendulum displacement detector 40 connected in series to the output side of the pendulum displacement detector 40. It is composed of a servo amplifier 5 whose output side is wired so as to be connected to one side of the coil 3, and a reading resistor 6 which is wired so that one side is grounded and the other side is connected to the other side of the coil 3. ing. Then, the detected jerk information is configured to be extracted as a terminal voltage of the coil 3, as shown in FIG.

As described above, since the pendulum 1 is constructed so as to have a motion of one degree of freedom (horizontal direction to the paper surface), this direction is the sensor sensitivity direction. Further, the movable electrodes 41 arranged on both sides of the pendulum 1 and the fixed electrodes 42 fixed to the casing 10 form two sets of flat plate capacitors. The capacitance C of the flat plate capacitor is inversely proportional to the size of the air gap as shown in Equation 1.

[0019]

[Equation 1]

Here, ε is the permittivity of air, S is the area of the electrode, and d is the size of the void. Therefore, the displacement of the pendulum 1 can be detected by detecting the capacitance difference ΔC between the two sets of capacitors formed by the movable electrode 41 and the fixed electrode 42 with the pendulum displacement detector 40.

A coil 3 is arranged on the pendulum 1. When an electric current flows through the coil 3, a magnetic flux is generated, and a magnetic field generated by a magnet 2 fixed to the casing 10 receives a force. Therefore, the coil so that the difference ΔC in capacitance between the two capacitors detected by the pendulum displacement detector 40 by the servo amplifier 5 is ΔC = 0, that is, the upper and lower air gaps are equal in size. The position of the pendulum 1 can be kept at a balanced position by feedback-controlling the current flowing in the pendulum 3, regardless of the magnitude of the external force.

Here, consider a case where the jerk sensor is fixed to an object 50 which is moving. As shown in FIG. 3, leftward (sensor sensitivity direction) at time t
Therefore, if acceleration α (t) acts on the entire sensor,
Assuming that the mass of the pendulum 1 is M, the pendulum 1 has a rightward F (t).
= M · α (t) inertial force works. Considering the equation of motion for the pendulum 1, the following equation 2 is obtained.

[0023]

[Equation 2]

Here, M is the mass of the pendulum 1, x (t) is the displacement of the pendulum 1 from the balanced position at time t, F (t) is the inertial force acting on the pendulum 1, and f (t) is position feedback. It is the control power by. Since the control force f (t) is proportional to the current I (t) flowing in the coil 3, the formulas 3 and 4 hold.

[0025]

[Equation 3]

[0026]

[Equation 4]

Here, φ is the electromagnetic linkage coefficient, r is the coil 3
, B is the magnetic flux density of the magnet 2, and N is the number of turns of the coil 3.

If the control force f (t) is made to follow F (t) which fluctuates moment by moment so that the pendulum 1 is in the balanced position, the left side of Equation 2 becomes zero, and as a result, Equation 5 Is established.

[0029]

[Equation 5]

Therefore, the acceleration acting on the jerk sensor as a whole is given by Equation 6, and can be detected by measuring the current value flowing through the coil.

[0031]

[Equation 6]

On the other hand, when the jerk acting on the whole jerk sensor is η (t), the following equation 7 is obtained.

[0033]

[Equation 7]

Now, as shown in FIG. 4, if a circuit equation is made for the current flowing through the coil 3, then Equation 8 is obtained.

[0035]

[Equation 8]

Here, L is the inductance of the coil. Therefore, the jerk η (t) acting on the whole jerk sensor
Becomes Equation 9, which can be measured by detecting the terminal voltage across the coil 3.

[0037]

[Equation 9]

Since the jerk sensor of the first example shown in FIG. 2 is constructed as described above, when acceleration is applied along the movement direction of the pendulum 1, the pendulum 1 is displaced, and this displacement is detected as displacement. The voltage is detected by the device 40 and amplified by the servo amplifier 5. Further, the servo amplifier 5 converts this voltage signal into a current command. This current flows in the coil 3 attached to the pendulum 1, and a force is generated between the coil 2 and the magnet 2, so that the output of the displacement detector 40 becomes 0, that is, the pendulum 1 continues to flow to reach the equilibrium position. . As described above, the current value flowing through the coil 3 at this time proportionally follows the applied acceleration, and the voltage across the coil 3 has a differential value of the current, that is, a value proportional to the jerk.

FIG. 5 shows a method of detecting jerk information when the coil 3 includes an internal resistance R. If a circuit equation is created for the circuit as shown in FIG.

[0040]

[Equation 10]

Here, e is the voltage across the coil 3, R is the internal resistance of the coil 3, and L is the inductance of the coil. Assuming that all the current flowing through the coil 3 flows through the reading resistor 6 as shown in FIG. 5, the formula 11 is established.

[0042]

[Equation 11]

Here, er is the voltage across the reading resistor 6, and r is the internal resistance of the taking resistor 6. Therefore, similarly to the case shown in FIG. 4, the jerk acting on the jerk sensor is calculated by measuring the voltage across the coil 3 and the voltage across the reading resistor 6 as shown in Expression 12. It can be detected.

[0044]

[Equation 12]

Further, FIG. 6 shows a signal processing portion of the jerk sensor expressed by the equation 11 using an operational amplifier. With this configuration, the jerk acting on the jerk sensor can be detected even when the resistance of the coil 3 cannot be ignored.

FIG. 7 is a diagram showing the overall structure of the jerk sensor which is the second example. The jerk sensor has the same structure as the jerk sensor shown in FIG.
A magnet 12 fixed to the pendulum 11, a movable electrode 141, a casing 10, a coil 130 fixed to the casing 10, a fixed electrode 142, and a pendulum displacement detection for detecting displacement of the pendulum from a balanced position. It is composed of a device 140, a servo amplifier 15, and a reading resistor 16. That is, the coil 130 is provided on the casing 10 side and the magnet 12 is provided on the pendulum 11 side. Also in this case, the jerk information as in the jerk sensor shown in FIG.
It is obtained by taking out as a terminal voltage of the coil 130 as shown in FIG.

As can be seen from the above description, in the jerk sensor shown in FIG. 2 or 7, the magnet 2,
12 may be a permanent magnet or an electromagnet having a constant magnetic flux density. Further, in the present embodiment, the method using the difference between the capacitances formed by the pendulum and the casing for the displacement detection of the pendulum was mentioned, but the method is not limited to this, and for example, a light emitting element, a lens Alternatively, a method of optically detecting using a light receiving element or the like may be used.

Further, as can be seen from Equations 8 and 12, it is not necessary to consider the material and structural characteristics (Young's modulus, sectional moment, etc.) of the pendulum 1, so that highly accurate jerk detection can be performed. Become.

Since Equation 13 is established from Equations 6 and 11, the terminal voltage er of the read resistors 6 and 16 is
Is a value proportional to the current, that is, the acceleration.

[0050]

[Equation 13]

As described above, the jerk sensor of this embodiment can simultaneously detect acceleration and jerk.

Although the above-mentioned jerk sensor has a detection direction limited to one axis,
When it is necessary to detect the jerk in the multi-axis direction and to reduce the number of parts and the cost, the multi-axis jerk sensor can be realized by using the following method. Depending on the acceleration in the multi-axis direction, use a magnet for the axial direction that can be displaced in the multi-axis direction, or use a pendulum equipped with a coil so that each axial force can be independently generated in the magnet or coil of this pendulum. A coil or magnet for the axial direction is provided at each position, and a displacement detector that independently detects the displacement in each axial direction from the reference position of the pendulum and each axial direction that controls the current flowing in each axial coil With a servo amplifier,
A current flowing through each coil in each axial direction so that the displacement in each axial direction of the movable member in each axial direction caused by the acceleration acting on the pendulum in each axial direction detected by the displacement detector in each axial direction becomes zero. Is controlled by the servo amplifier in each axis direction,
At that time, the axial jerk acting on the pendulum may be detected from the induced electromotive force generated at both ends of each axial coil detected by the axial electromotive force detector.

With reference to FIGS. 8 and 9, a jerk detecting device 51 is provided.
Another example will be described. As shown in FIG. 8, the jerk detection device 51 can be configured by using an acceleration sensor and an analog differentiating circuit. By adding an analog differentiating means (filter) to a general acceleration sensor, the jerk can be calculated. Can be detected. Further, FIG. 9 shows still another example of the jerk detection device 51 used in this embodiment, which is configured by using an acceleration sensor and a digital differentiating circuit.
That is, a general acceleration sensor can be converted into a digital signal via an A / D converter, and additional speed information can be obtained by digital arithmetic processing. Thus, the jerk differential information can be used as the first-order differentiation circuit output of the jerk sensor output.

The acceleration detected by the jerk sensor of the present embodiment shown in FIGS. 2 and 7 and the analog differentiation circuit output of jerk and acceleration are shown as a comparison in FIG. 10A is the acceleration output detected by the jerk sensor of the present embodiment, FIG. 10B is the output after passing the acceleration output shown in FIG. 10A through the analog differentiating circuit, and FIG. The jerk output detected by the jerk sensor of the present embodiment is shown. The acceleration analog differential output shown in (c) and the jerk output detected by the jerk sensor of the present embodiment are both the acceleration differential output shown in (a), and they match very well. I understand that.

11 and 12 are views showing the difference in the acceleration and jerk information detecting methods including the controller 52. FIG. 11 shows the jerk by the jerk sensor of this embodiment. FIG. 12 is a diagram showing a configuration for obtaining information, and FIG. 12 shows a configuration for providing a differentiating means inside the acceleration sensor and the controller 52 to obtain digital arithmetic processing additional velocity information by the differentiating means as shown in FIG. ing. According to the method of FIG. 11, the acceleration information and the acceleration information can be directly obtained, but the input ports 521 and 522 and the A / D converters 524 and 5
In the method shown in FIG. 12, one set of the input port 523 and the A / D converter 526 is sufficient, but two sets of 25 are required. 5
27 is required. From the above, when actually applied, any method may be used depending on the hardware configuration, the calculation speed of the controller 52, and the required detection accuracy.

By the way, in the motion control system using jerk information shown in FIG.
Consider a motion model in which an object 50 is restrained by a damper element 55 and a spring element 56 on a virtual fixed surface 54 as shown in FIG.

As shown in FIG. 12, the mass of the object is M, the displacement of the object is x, and the force generated by the actuator 53 is Fc.
(T), the external force acting on the object 50 is fg (t), the viscous damping constant of the damper element 55 is C, and the spring constant of the spring element 56 is K, the object 50 moves according to the equation of motion shown in the following Equation 14. To do.

[0058]

[Equation 14]

Now, considering the position control in the motion model shown in FIG. 12, a block diagram is shown in FIG. 13 when the control law of the controller 52 is given by a transfer function as in Expression 15.

[0060]

[Equation 15]

Here, K2, K3, and K4 represent feedback gain constants for acceleration, velocity, and displacement, respectively.
The transfer function between the external force and the displacement is calculated from this block diagram, and the result is Expression 16.

[0062]

[Equation 16]

As can be seen from Equation 16, the acceleration force
The feedback functions to actively increase the mass in the position control, the velocity feedback functions to actively increase the damping in the position control, and the position feedback functions to actively increase the rigidity in the position control. Has the function of increasing As described above, it is understood that the motion characteristics can be freely changed by selecting the three gain constants.

Next, consider velocity control in the motion model shown in FIG. Differentiating both sides of Equation 14 with respect to time t yields Equation 17.

[0065]

[Equation 17]

When the replacement of the expression 17 is performed as the expression 18, the expression 19 is obtained.

[0067]

[Equation 18]

[0068]

[Formula 19]

FIG. 14 shows a block diagram in the case where the control law of the controller 52 is given by a transfer function as shown in Expression 20.

[0070]

[Equation 20]

Here, K1, K2 and K3 represent jerk, acceleration and velocity feedback gain constants, respectively. From this block diagram, the transfer function between the external force and the speed is calculated, and the formula 21 is obtained.

[0072]

[Equation 21]

As can be seen from Equation 21, the jerk feedback has the function of actively increasing the mass in the speed control, and the acceleration feedback has the function of actively increasing the damping in the speed control. Therefore, the velocity feedback has a function of actively increasing rigidity in velocity control. As described above, it is understood that the motion characteristics can be freely changed by selecting the three gain constants.

Next, consider acceleration control in the motion model shown in FIG. Differentiating both sides of Equation 20 with respect to time t yields Equation 22.

[0075]

[Equation 22]

When the substitution of the equation 23 is performed on the equation 22, the equation 24 is obtained.

[0077]

[Equation 23]

[0078]

[Equation 24]

FIG. 15 shows a block diagram in the case where the control law of the controller 52 is given by a transfer function as shown in Expression 25.

[0080]

[Equation 25]

Here, K0, K1, and K2 represent feedback gain constants of jerk, jerk, and acceleration, respectively. If the transfer function between the external force and the acceleration is obtained from this block diagram, then Equation 26 is obtained.

[0082]

[Equation 26]

As can be seen from the equation (26), the jerk differential feedback has the function of actively increasing the mass in the acceleration control, and the jerk feedback actively increases the damping in the acceleration control. The acceleration feedback has a function of actively increasing rigidity in acceleration control. As described above, it is understood that the motion characteristics can be freely changed by selecting the three gain constants.

The motion control of position, velocity, and acceleration has been described above. In addition to the conventional control using position, velocity, and acceleration information, a new physical quantity that reflects the motion state of an object is added. By adding velocity information, the control effect can be further improved by actively changing the mass in the velocity control and actively changing the damping in the acceleration control.

The second embodiment of the present invention is shown in FIGS.
Will be described. FIG. 17 is a diagram showing the overall configuration of a motion control system used for motion control of an automobile, which is one type of vehicle, and FIG.
8 is an explanatory view of an example of performing vehicle control at the time of limit travel, FIG. 19 is a diagram showing a state in which vehicle skid is detected,
FIG. 20 is a diagram showing changes in vehicle behavior using lateral jerk information of the vehicle, and FIG. 21 is a rotation movement of the vehicle based on yaw rate information of the vehicle, lateral acceleration of the vehicle, and jerk information. FIG. 22 is a diagram showing a comparison of suppression methods, FIG. 22 is a diagram showing a comparison of vehicle revolution motion suppression methods based on vehicle yaw rate information, lateral acceleration of the vehicle, and jerk information, and FIG. And FIG. 24 showing a method for detecting wheel slippage at time
Is a diagram showing a method for detecting a wheel lock during braking, FIG.
FIG. 6 is a perspective view showing a state in which a jerk sensor having 6 degrees of freedom is attached.

FIG. 17 is a diagram showing the overall structure of the motion control system when the jerk information is applied to the motion control of an automobile, which is one type of vehicle. As shown in FIG.
0 is a four-wheel steering vehicle, and is mainly an engine 101
(Including mission system), each wheel 102, brake 103 of each wheel, steering 104, steering 104
Steering angle sensor 105, accelerator 106, brake 10
7, rear wheel steering motor 108, brake hydraulic pressure control unit 10
9, controller 110, lateral jerk detection device 11
2 and a longitudinal jerk detection device 111. The lateral jerk detection device 112 and the longitudinal jerk detection device 111 are configured as shown in FIGS. 2 to 9 or 11, respectively, and detect acceleration in addition to the jerk in the detection direction. can do.

During normal driving, the vehicle 100 steers four wheels as the driver operates the steering wheel 104, the accelerator 106, or the brake 107, as in a general vehicle, and the engine rotation changes. , Operations such as applying a brake are performed. Then, in the vicinity of the limit region of the vehicle motion, the rear wheel steering motor 108, the engine 101, the brake hydraulic pressure control unit 109 is controlled by the controller 110 based on the lateral and longitudinal jerk information.
It is possible to improve the kinetic performance of the vehicle by controlling the.

As shown in FIG. 18, which is an explanatory view of an example of performing vehicle control based on jerk information when a behavior change of the vehicle 100 occurs during limit travel, the vehicle is turning in a steady state. Focusing on the movement of the vehicle 100 in the direction of the turning center, the force balance is maintained between the centrifugal force M · α and the road surface reaction force F. If the behavior of the vehicle 100 changes in this state due to a sudden change in the road surface condition or the like, the force balance breaks down.

In the conventional vehicle motion control, since it is impossible to detect the breaking point (limit region) of the force balance, only the control in a region much lower than the limit region is performed. This means that ABS (Anti-lock Br) is conventionally used in a competitive vehicle driven by a skilled driver.
abbreviation for aking System), TCS (Tract)
Ion Control System) 4WS
It can be easily inferred from the fact that the vehicle motion control device such as (4 Wheel System) is not used.
As information that the driver can detect and recognize in addition to visual information,
Examples include acceleration and jerk. Among these, the breakdown of the force balance as described above can be caused by detecting the instantaneous change of the acceleration, that is, the jerk. Therefore, by using the acceleration information and the jerk information, it is possible to control the vehicle motion with higher functionality.

As shown in FIG. 19 for explaining the method for detecting the skidding of the vehicle based on the lateral jerk information, the road assumed as the object of the detection method is a gentle clockwise course. However, if the drainage path crosses the road at point (a) shown in FIG. 19 at this time, the ground contact area and the friction coefficient change momentarily in this drainage path. The steering angle, steering angular velocity, vehicle lateral acceleration, and vehicle lateral jerk when the vehicle 100 travels on such a course is as shown in FIG. Since the cornering force acting on the tire of the wheel 102 of the vehicle 100 generally increases in proportion to the steering angle, when the steering angle is constant (that is, the steering angular velocity is zero), it is accompanied by turning. Centrifugal force and cornering force
The balance is maintained as long as the road surface condition does not change. Now, when the vehicle 100 passes through the drainage channel (a), the vehicle 100 momentarily skids. Along with this, the lateral acceleration of the vehicle 100 is momentarily reduced, and a large leftward peak is detected in the lateral jerk of the vehicle 100, despite the constant steering angle (steering angular velocity is zero). become. Therefore, the steering angular velocity and the lateral jerk of the vehicle 100 are detected in advance, and the moment when the vehicle 100 starts to slip can be detected by detecting the lateral jerk of the vehicle 100 with respect to the increment of the steering angle. You can

FIG. 20 shows an example of preventing a significant behavior change of the vehicle 100 by applying a steering correction by the steering mechanism 108 of the rear wheels 102 based on the lateral jerk information of the vehicle 100. Steering angular velocity and vehicle 1
The lateral jerk information of 00 is fed back and the rear wheels 102c and 102d are steered slightly in the front wheel steering direction, whereby excessive behavior change can be prevented.

FIG. 21 shows a method for suppressing the rotational movement of the vehicle 100 based on the yaw rate information of the vehicle 100, the lateral acceleration of the vehicle 100, and the lateral jerk information of the vehicle 100. The method of suppressing the rotational movement of is compared and shown. In FIG. 21, when the vehicle 100 starts rotating clockwise as the vehicle 100 moves from the lower side to the upper side of the drawing, the suppression of the rotation motion when controlled by each of the above-described methods is shown. .

The controller 1 of the vehicle 100 is adjusted.
10, the rear wheels 102c, 1 so as to generate a control force (or torque) in the direction opposite to the yaw rate of the vehicle 100 (also referred to as negative in this case).
By steering 02d slightly to the right, a counterclockwise control force can be generated and the rotation movement can be suppressed.

Similarly, when the vehicle 100 starts to rotate clockwise, leftward lateral jerk and acceleration are generated in the vehicle 100. Lateral acceleration of this vehicle 100, vehicle 1
Lateral jerk information of 00 is input to the controller 110, a control force (torque) is generated in a direction opposite to the lateral acceleration of the vehicle 100 (to the right), and the lateral jerk of the vehicle 100 is applied. By appropriately adjusting each feedback gain so as to generate a control force (torque) in the same direction as the speed (to the left), the rear wheels 102c and 102d are slightly steered to the right to counterclockwise. A rotational control force can be generated, and the rotation motion of the vehicle 100 can be suppressed similarly to the method of suppressing the rotation motion of the vehicle 100 based on the yaw rate information.

FIG. 22 shows the motion of the vehicle 100 when the orbital motion (normal turning motion) is performed in a state where the control for suppressing the rotational motion of the vehicle 100 is operating based on the yaw rate information of the vehicle 100. , Lateral acceleration of the vehicle 100,
The motion of the vehicle 100 when the revolving motion (normal turning motion) is performed in a state where the control for suppressing the rotation motion of the vehicle based on the lateral jerk information of the vehicle 100 is operating is shown in comparison. FIG. 21 shows the movement of the vehicle 100 when the respective controls are performed when the vehicle 100 enters the clockwise curve.

As in the case shown in FIG. 21, in the control based on the yaw rate information, the yaw rate of the vehicle 100 is input to the controller 110, and the direction opposite to the yaw rate of the vehicle 100 is input. (Negatively) control force (torque)
The steering control is performed so as to generate. Now, the driver steers the steering wheel 104 to the right in order to enter the clockwise curve. This causes a clockwise yaw rate in the vehicle 100. On the other hand, when the control is executed, a counterclockwise control force is generated and the clockwise rotational movement is suppressed. The driver further steers 10
Even if the steering angle of 4 is increased to bend the curve, a counterclockwise control force is generated as soon as a clockwise yaw rate occurs, and the clockwise rotational movement is suppressed. . Thus, in the control using the yaw rate information, the yaw rate generated by the driver's operation is also suppressed,
From the driver's point of view, the turning motion of the vehicle does not follow the steering angle. As described above, the control for suppressing the rotation motion using the yaw rate information cannot realize the control aiming at promotion of the revolution motion (ordinary turning motion), and the control using the yaw rate information and the suppression of the rotation motion. Compatibility with control is impossible.

On the other hand, the lateral acceleration of the vehicle 100 and the lateral jerk information of the vehicle 100 are input to the controller 110, and the lateral acceleration of the vehicle 100 is reversed (negatively). ) Generate control force (torque),
When control is performed to generate a control force (torque) in the same direction as the lateral jerk of the vehicle 100 (positively), the driver operates the steering wheel 104 at each cornering stage, The movement of the vehicle 100,
The control content resulting from this will be described. At the entrance of the curve, the driver operates the steering wheel 104 to the right. As a result, the vehicle 100 starts to turn, the centripetal force acts in the direction of the center of rotation, and the jerk and acceleration in the right direction are generated in the vehicle 100. In this case, since a certain value of acceleration occurs from zero acceleration, the jerk has a large change rate. Therefore, as the control force,
A control force acts on the inside of the vehicle, and the vehicle 100 quickly starts cornering.

Next, during cornering, the centripetal force and the centrifugal force are balanced and a stable state is achieved. At this time, the lateral acceleration detected by the vehicle 100 is stable, and the jerk, which is the rate of change thereof, approaches zero. Therefore, the control force acts on the left side, that is, in the direction in which the excessive clockwise yawing of the vehicle is suppressed, and the stability of the vehicle 100 is improved.
Finally, at the exit of the curve, the driver operates the steering wheel 104, which was turned to the right, to the neutral position. As a result, the vehicle 100 finishes turning, the centripetal force acting in the direction of the center of rotation is reduced, the rightward acceleration of the vehicle 100 is reduced, and a negative jerk is generated on the right side, that is, a positive jerk is generated on the left side. . In this case as well, the jerk has a large value because the acceleration decreases from a certain value to zero. Therefore, as the control force, the control force acts on the left side, that is, outside the curve, and the vehicle 1
00 quickly ends the cornering. This series of
Nulling is an out-in-out (that is, approaching from the outside of the corner, quickly moving the vehicle to the inside of the corner, and quickly turning the corner, which is well known as the fastest escape method of the corner. The method to escape to the outside) has been realized. Accordingly, the lateral acceleration of the vehicle 100, the vehicle 10
Lateral jerk information of 0 is input to the controller 110, a control force (torque) is generated in a direction (negative) opposite to the lateral acceleration of the vehicle 100, and the lateral acceleration of the vehicle 100 is generated. By appropriately adjusting each feedback gain so that a control force (torque) is generated in the same direction as the speed (positively), suppression control of rotation motion and promotion of revolution motion (normal swing motion) are achieved. The desired control can be achieved at the same time.

In the lateral control force generation method, in addition to four-wheel steering, the front / rear / left / right balance of the brake 103 is controlled, and the front / rear / left / right balance of the driving force by the tire 102 is controlled. May be.

FIG. 23 shows wheels when the vehicle 100 starts and accelerates, based on jerk information in the longitudinal direction of the vehicle 100.
In particular, a method for detecting idling of the drive wheels will be shown. The one shown in FIG. 23 assumes that the road is a straight course, and shows the case where the drainage path crosses the road at point (a), but the ground contact area and the friction coefficient change momentarily in this drainage path. . FIG. 23 shows
The accelerator opening, the accelerator speed, the driving wheel speed, the longitudinal acceleration of the vehicle 100, and the longitudinal jerk of the vehicle 100 are shown when the vehicle 100 accelerates on such a course. Since the traction force acting on the tire of the wheel 102 of the vehicle 100 generally increases in proportion to the engine torque, when the accelerator opening is not zero, the traction force generated when the tire is driven by the engine 101 is equal to the traction force. The road reaction force remains balanced as long as the road surface condition does not change. However, when passing through the drainage point (a) as described above, the drive wheels start idling (also referred to as wheel spin). At this time, although the accelerator opening is positive, the longitudinal acceleration of the vehicle 100 is momentarily reduced, and a large backward peak can be detected in the longitudinal jerk of the vehicle 100.

Therefore, by detecting the accelerator speed and detecting the jerk in the front-rear direction of the vehicle 100 with respect to the change in the accelerator opening, it is possible to detect the moment when the drive wheels start to slide. As a result, the controller 110
By reducing the output of the engine 101 based on the jerk information in the front-rear direction of the vehicle 100,
It is possible to reduce idling of the wheel 102d and prevent a significant change in behavior of the vehicle 100. On the other hand, in the conventionally proposed drive wheel idling prevention device, it was determined that the idling was started when the rotational speed of the drive wheel increased with respect to the rotational speed of the driven wheel. In addition, because of the moment of inertia of the wheel 100, once the idling starts once, the idling does not stop easily, and it is necessary to brake the drive wheels or to prevent a significant change in the behavior of the vehicle 100. It was difficult to achieve.

As described above, in this embodiment, since the jerk information in the longitudinal direction of the vehicle 100 is used, the wheels 102
Since it is possible to detect the moment when the wheels c, 102d start spinning or the moment when the maximum frictional force is exceeded, the driving wheels 102c, 102c
Before the idling of 2d starts, the torque of the engine 101 can be reduced by the controller 110, and the drive wheel 1
No need to brake 02c and 102d to start
To reduce the idling of the drive wheels 102c, 102d during acceleration,
It is possible to effectively prevent the behavior change of the vehicle 100.

Further, as shown in FIG. 24, it is also possible to detect the wheel lock during deceleration of the vehicle 100, based on the jerk information in the longitudinal direction of the vehicle 100. In FIG. 24,
Assuming a straight course road, a drainage path crosses the road at point (a), and the contact area and friction coefficient change momentarily in this drainage path. In addition, in FIG. 24, the brake hydraulic pressure, the fluctuation of the brake hydraulic pressure, the rotation speed of the wheels 102, the acceleration in the front-rear direction of the vehicle 100, the front-rear method of the vehicle 100 when the vehicle 100 decelerates on such a course are added. Each speed is shown. Wheels 102 of vehicle 100
Generally, the deceleration force acting on the tire increases in proportion to the brake torque. Therefore, when the brake hydraulic pressure is not zero, the deceleration force and the road reaction force generated by the tire braking by the brake 107 change the road surface condition. If you don't, you're in balance. However, when passing through the drainage point (a) as described above, the drive wheels are locked (at this time, the wheels 102
The rotational speed of is zero). At this time, although the brake hydraulic pressure is not zero, the deceleration of the vehicle 100 is momentarily reduced, and a large forward peak can be detected in the longitudinal acceleration of the vehicle 100.

Therefore, it is possible to detect the moment when the wheels 102 start to lock by detecting the change in the brake oil pressure and detecting the jerk in the front-rear direction of the vehicle 100 with respect to the change in the brake oil pressure. Therefore, the controller 110 can control the brake hydraulic pressure control unit 109 based on the longitudinal jerk information of the vehicle 100, reduce the brake hydraulic pressure, reduce the lock of the wheels, and prevent the vehicle behavior change. In the conventional wheel lock prevention device seen in the ABS, when the rotation speed of the wheel extremely decreases with respect to the estimated vehicle speed estimated from the rotation speed of the driven wheel, it is determined that the wheel is locked. It was not possible to say that the tire performance was exhausted because the detection was delayed and the estimated vehicle body speed was not accurate enough for high-precision control. On the other hand, in this embodiment, since jerk information in the front-rear direction of the vehicle 100 is used, the moment the wheels 102 begin to lock,
Alternatively, since the moment when the maximum frictional force is exceeded can be detected,
In order to reduce the brake oil pressure before the locking of the wheels 102 begins, the locking of the wheels 102 during braking is reduced,
It is possible to effectively prevent the behavior change of the vehicle 100.

Although various controls using the jerk information in the front-rear direction and the left-right direction of the vehicle 100 have been described above using three examples, the vehicle 100 has three types of front-rear direction, left-right direction, and up-down direction. Since 6 degrees of freedom movement of translational movement and 3 rotational movements of rolling, yawing, and pitching are considered, as shown in FIG. 25, six jerk detection devices are arranged so that movements of 6 degrees of freedom can be detected. However, the jerk information of each degree of freedom may be detected using the output value of each detecting means.

In this way, the vehicle 1 using the jerk information
When the motion control of 00 is performed, an instantaneous change in the force acting on the vehicle 100 can be detected, so a behavior change in the limit region of the vehicle can be detected instantaneously, and control near the maximum tire friction force is possible. Becomes At the same time, by comparing it with the driving operation information, the correction control can be instantaneously performed even for the behavior change due to an unexpected disturbance not intended by the driver, and there is an effect that an excessive behavior change can be prevented. .

In the above three examples, the vehicle motion control using only the jerk information and the driving operation information was mentioned, but in addition to various information such as the wheel speed information used in the conventional vehicle motion control. Needless to say, it is possible to perform control with higher functionality and accuracy by using jerk information.

The third embodiment of the present invention is shown in FIGS. 26 to 30.
Will be described. 26 is an overall configuration diagram for controlling the ride comfort of the vehicle, FIG. 27 is a diagram showing a configuration for reducing vehicle body vibration due to engine vibration, FIG. 28 is a diagram showing engine misfire detection, and FIG. 29 is for normal combustion. Fig. 30 is a diagram showing the engine vibration of Fig. 30, and Fig. 30 is a diagram showing the engine vibration when a misfire occurs.

As shown in FIG. 26, the vehicle 30 of this embodiment is
Reference numeral 0 denotes a vehicle having variable suspension mechanisms 301a and 301b, and the other configurations are similar to those shown in FIG. Although a plurality of jerk detection devices (only two of 302a and 302b are attached in FIG. 26 are shown in the vehicle 300, the present invention is not limited to this.
Moreover, depending on the case, one may be sufficient. ) Is attached, i
Let Gi be the acceleration output of the second jerk detection device and Ji be the jerk output, and the ride comfort evaluation function ψ
Define s.

[0110]

[Equation 27]

However, di and ei are weighting constants for the acceleration and jerk information at the i-th observation point, respectively, and are selected according to the sensibilities of the driver and passengers.
I'm supposed to train.

By controlling the suspension mechanisms 301a and 301b so as to minimize the ride comfort evaluation function Ψs, the vibration characteristics of the vehicle 300 and the sensitivities of the driver and passengers can be matched, and the ride comfort is optimized. Can be controlled. Further, the evaluation function Ψs is not limited to Expression 27, and any function that is well matched to the sensitivities of the driver and the passenger may be used instead.

Here, the controller 303 has a function of controlling the suspension mechanisms 301a and 301b, but as the controller 303 alone, a ride comfort evaluation function is obtained from acceleration and jerk information at each observation point of the vehicle 300. By providing a function of calculating and outputting the calculation result, it can be used as an evaluation test device for evaluating the riding comfort of the vehicle.

Further, in addition to the structure shown in FIG. 26, a longitudinal / lateral jerk detection device for the vehicle body 300 is provided, and the controller 303 according to the longitudinal / lateral jerk of the vehicle body 300. Suspension mechanism 3
Controlling 01a and 301b can also be useful for improving the vehicle motion performance.

FIG. 27 is a diagram showing the overall construction of an embodiment for more effectively reducing the vehicle body vibration caused by the engine vibration by using the jerk information. In this case, the vehicle is a vehicle having the variable engine mount mechanisms 402a and 402b. Now, a plurality of jerk detection devices (403a, 404a, 4 in FIG. 27) are provided on the engine 401 and the vehicle body.
It shows the case where only three 04b are attached.
The number is not limited to this, and may be one in some cases. ) Is attached, the acceleration output of the i-th jerk detection device is Gi, the jerk output is Ji, and the ride comfort evaluation function Ψm is defined as in Expression 28 as in Expression 27.

[0116]

[Equation 28]

However, dj and ej are weighting constants for the acceleration and jerk information at the j-th observation point, respectively, and are selected according to the sensibilities of the driver and passengers.
I'm supposed to train.

By controlling the variable engine mount mechanisms 402a and 402b so as to minimize the ride comfort evaluation function Ψm, the vibration characteristics of the vehicle and the sensitivities of the driver and fellow passengers can be matched, and the ride comfort can be improved. Optimum control is possible.

Further, the evaluation function is not limited to the expression 28, but engine rotation information or the like corresponding to the combustion frequency in which the engine vibration is closely related is added, and the sensitivity of the driver and the passengers is improved. Any consistent function may be used instead. Further, in FIG. 27, the jerk detection device is installed so as to detect vibrations of the engine, the steering, and the seat, but the invention is not limited to this.

Here, the controller 407 has a function of controlling the variable engine mount mechanisms 402a and 402b, but the controller 407 alone functions as a ride comfort evaluation function from acceleration and jerk information at each observation point of the vehicle. By having a function of calculating and outputting the calculation result, it can be used as an evaluation test device for evaluating the riding comfort of the vehicle.

FIG. 28 is a diagram showing an embodiment in which jerk information is applied to engine misfire detection. Since the engine 401 burns intermittently, torque fluctuations in synchronization with combustion occur. The reaction of this torque fluctuation causes engine vibration, and this vibration is transmitted to the vehicle body via the engine mount 402 and causes vibration of the entire vehicle. Here, focusing on the vibration of the engine 401, the engine 40
No. 1 is forcibly excited by the torque fluctuation synchronized with the combustion frequency and vibrates at the combustion frequency. Therefore, the combustion state of the engine can be detected by detecting this vibration.

As can be seen from a comparison between FIG. 29 showing the vibration acceleration and jerk in the roll direction of the engine 401 during normal combustion and FIG. 30 showing the vibration acceleration and jerk in the roll direction of the engine 401 when a misfire occurs. When a misfire occurs, the acceleration of the engine 401 in the roll direction changes as shown in FIG. 30, and a large peak is observed in the jerk in the roll direction of the engine 401. The misfire detection device 503 can detect engine misfire by detecting these plural signals and performing an appropriate filtering calculation.

Further, not only the acceleration and jerk information in the roll direction of the engine 401, but also acceleration, jerk information of other degrees of freedom of the engine, vehicle body vibration, engine rotation information, etc. are added, It is also possible to perform misfire detection with higher accuracy.

Further, the misfire detection device 503 is provided with the function of controlling the variable engine mount mechanism and the like, and the engine 4
The riding comfort control system may reduce the deterioration of the riding comfort due to the misfire 01.

A fourth embodiment of the present invention will be described with reference to FIGS. FIG. 31 is a conceptual diagram of an elevator ride comfort control system using jerk information, and FIG. 32 is a diagram showing an overall configuration of an elevator ride comfort control system using jerk information.

As shown in FIGS. 31 and 32, the elevator car 201 is hung by the wire 206, and the motor 203 is controlled by the controller 204 to control the wire 205.
It is operated by winding up and down. 205 is a weight,
It is almost balanced with the weight of the elevator car 201, and has a function of reducing the load on the motor 203.
A control command is input from the controller 204 to the motor 203, and rotation information of the motor 203 is input to the controller 204. The rotation information of the motor 203 includes a motor rotation angle, a motor rotation speed, a motor rotation acceleration, a motor rotation jerk, and the like.
This is possible by detecting an output pulse of an encoder (not shown) attached to the motor 203 and performing various calculations.

In the conventional elevator, the motion of the elevator car is estimated from the rotation information of the motor to control various ride comforts. However, the wire connecting the motor and the elevator car is elastic. Since it is a body and the wire expands and contracts, it cannot be said that the rotation information of the motor reflects the movement of the elevator car, and the sufficient performance cannot be exhibited.

In this embodiment, the elevator car 20
1, a plurality of jerk detection devices (202 in FIG. 31)
Two of x and 202y are shown. ) Is mounted so that it is possible to directly detect the jerk information of the elevator car 201 which directly affects the riding comfort of the passenger. These jerk information is input to the controller 204 and used for the control command of the motor 203. Among these plural jerk detecting devices, the acceleration output of the kth jerk detecting device is Gk, and the jerk output is Jk,
When the rotation speed of the motor is V, the riding comfort evaluation function Ψe is defined as in Expression 29.

[0129]

[Equation 29]

However, a is a weighting constant for the hoisting and hoisting speed of the elevator, and bk and ck are i, respectively.
It is a weighting constant for acceleration and jerk information at the second observation point, and is tuned according to the passenger's sensitivity.

By controlling the motor 203 so that the riding comfort evaluation function Ψe is minimized, the hoisting speed is high and the hoisting according to the sensation of the occupant can be realized, and the riding comfort optimization control can be performed. Also, the evaluation function is
The formula is not limited to Formula 29, and any function that is well matched to the passenger's sensitivity may be used instead.

Here, the controller 204 is the motor 2
It has a function to control 03, but controller 20
4 Evaluate the ride comfort of the elevator by providing a function of calculating the passenger ride comfort evaluation function from the acceleration and jerk information at each observation point of the elevator car 201 as a single unit and outputting the calculation result. It can also be used as an evaluation test device. Further, when it is difficult to detect the jerk information due to environmental problems, the motor rotation information (motor rotation speed, motor rotation acceleration, motor rotation jerk, etc.) is expressed in the equation 29. You can use the fitting method.

The fifth embodiment of the present invention is shown in FIGS. 33 to 35.
Will be described. 33 is a diagram showing a configuration of a railway vehicle using jerk information, FIG. 34 is a diagram showing a configuration of a railway vehicle using unsprung jerk information, and FIG. 35 is a diagram showing the jerk information. FIG. 3 is a diagram showing a configuration of a power control system of the railway vehicle.

As shown in FIG. 33, in the railcar of this embodiment, a long carbody 501 is mounted on two sets of front and rear bogies 551 and 552 which can freely turn around the pillow spring actuators 541 and 542. It is in the style given. Trolley 5
Reference numerals 51 and 552 denote shaft spring actuators that support the wheel shaft.
543, 544, 545, 546, 547, 548,
Wheels 521, 522, 523 via 549, 550,
It is supported by 524. The vehicle body 501 includes a plurality of jerk detection devices (531, 532, 533 in FIG. 33).
I mean. ) Is provided, the vertical jerk information of the vehicle body 501 can be detected. The controller 506 has a built-in signal processing device including an integrating circuit and the like, and includes a plurality of jerk detection devices (see FIG. 33) arranged on the vehicle body 501.
Then, it refers to 531, 532, and 533. ), It is possible to calculate acceleration, velocity and displacement information. Based on this information, the controller 506 has pillow spring actuators 541, 5 so that the riding comfort will not be deteriorated even if there is some irregularity in the track when the vehicle travels.
42, axial spring actuators 543, 544, 545,
546, 547, 548, 549, 550 are controlled.

By using the jerk information, a subtle change in acceleration can be detected, so that a railway vehicle having a greater vibration reduction effect than the conventional railway vehicle can be realized. At the same time, the vehicle body can be prevented from derailing because it is possible to positively control the sinking of the vehicle body and changes in posture.

The railcar shown in FIG. 34 has the same structure as that of the railcar shown in FIG. 33, but the body 501, the bogie 555, and the bearings 551 and 552 are provided in order to enable more comfortable control. It is configured to detect jerk. Body 501, bogie 555, bearing 55
A plurality of jerk detection devices (referred to as 531, 534, 535, and 536 in FIG. 34, respectively) are installed on the Nos. 1 and 552, respectively. Normally, the vehicle body, the bogie, and the bearing have different resonance points, and these vibrations are detected by the jerk detection device and fed back to the controller 506 side to provide a more comfortable control. Is achieved.

Here, the controller 506 has a function of controlling each actuator, but as the controller 506 alone, the acceleration at each observation point of the railway vehicle,
By providing the function of calculating the passenger ride comfort evaluation function from the additional jerk information and outputting the calculation result, it can be used as an evaluation test device for evaluating the ride comfort of the railway vehicle.

The railway vehicle shown in FIG. 35 shows a configuration in which the power of the railway vehicle is controlled by using jerk information in consideration of starting and braking. As shown in FIG. 35, the driving wheels 521 and 522 are connected to the controller 506.
The braking wheels 523 and 524 are driven by the motor 503 controlled by the brake 504 controlled by the controller 506.

The vehicle body 501 is provided with a plurality of jerk detection devices (only 505 is shown in FIG. 35), and jerk information in the traveling direction of the vehicle body 501 can be detected. The controller 506 has a built-in signal processing device including an integrating circuit and the like, and can calculate acceleration, velocity, and displacement information from information from the jerk detection device arranged on the vehicle body.

FIG. 36 shows an operating state of the railroad car 501 in which wheels 521, 522, 523 and 524 are about to roll on the rail surface. When the adhesion coefficient between the wheel and the rail is represented by μ and the axial load is represented by W, the maximum value F of the tensile force that can be exerted by the frictional force between the wheel and the rail.
Is as in Expression 30.

[0141]

[Equation 30]

Therefore, even if the rotational force is increased in order to obtain a tensile force equal to or larger than the maximum value of the tensile force, the driving wheel only idles. Now, when the rotational force of the driving wheel is gradually increased from zero, the acceleration of the vehicle body increases. However, when the driving wheel starts idling as described above, the acceleration decreases at once. That is, this moment can be detected by the jerk information in the traveling direction. As in the case of the automobile, the adhesion performance can be improved also in the railcar by detecting the jerk in the traveling direction and controlling the motor 503.

The same applies to braking. Even if the braking torque is increased in order to obtain the braking force that exceeds the maximum value F of the tensile force, the braking wheels only slip. Now, when the braking torque of the braking wheel is gradually increased from zero, the deceleration of the vehicle body increases. However, when the braking wheel starts slipping (also referred to as lock) as described above, the deceleration decreases at once. That is, this moment can be detected by the jerk information in the traveling direction. As in the case of the automobile, the adhesive performance can be improved in the railway vehicle by detecting the jerk in the traveling direction and controlling the brake.

As in the case of the automobile, the jerk information can be used to improve the starting and braking feelings. Although the driving wheels and the braking wheels are separately considered in the above-described embodiments, the invention can be applied to the case where the same wheel serves as the driving wheels and the braking wheels.

The sixth embodiment of the present invention will be described with reference to FIG. FIG. 37 is a diagram showing the configuration of a magnetic levitation vehicle using jerk information.

As shown in FIG. 37, in the magnetically levitated vehicle, the vehicle body 601 is levitated by the magnetic homopolar repulsive force of the levitating ground coils 673 and 674 and the super electric magnets 633 and 634. Then, the coils 671 and 672 for propulsion guidance on the ground.
An electric current is applied to the vehicle to generate a force attracting the super-electric magnets 631, 632 on the vehicle, and the force is utilized to move forward.

The vehicle body 601 has a plurality of jerk detecting devices (621, 622, 623, 624, 625 in FIG. 37).
The front and rear, top and bottom of the vehicle body 601,
Lateral jerk information can be detected.
The controller 604 has a built-in signal processing device including an integrating circuit and the like, and can calculate acceleration, velocity, and displacement information from information from the jerk detection device arranged on the vehicle body 601. The controller 604 controls the magnetic forces of the super-electric magnets 633 and 634 based on these pieces of information, and at the same time, sends this information from the antenna 605 to the ground side controller 606. The ground-side controller 6 controls the currents flowing into the propulsion guide ground coils 671 and 672 and the levitation ground coils 673 and 674 based on these pieces of information, and controls the magnetic force to control the levitation posture, position, and position of the vehicle body. Speed and acceleration can be controlled accurately.

Further, by using the jerk information,
Since a subtle change in acceleration can be detected, it is possible to realize a magnetic levitation vehicle having a greater vibration reduction effect. Furthermore, it is possible to positively control the sinking of the vehicle body, changes in posture, and the like, which leads to improvement in vehicle dynamic performance.

Here, the controller 606 has a function of controlling each magnetic force generating means.
By providing a function to calculate the passenger comfort evaluation function from the acceleration and jerk information at each observation point of the magnetic levitation vehicle as a standalone 06 and output the calculation result,
It can also be used as an evaluation test device for evaluating the riding comfort of a magnetically levitated vehicle.

The sixth embodiment of the present invention will be described with reference to FIG. FIG. 38 shows an earthquake simulation using jerk information.
It is a figure which shows the structure of the data.

As shown in FIG. 38, the seismic simulator changes the motion of the shaking table 700 so as to faithfully reproduce the seismic acceleration, seismic jerk or displacement input which is input in advance to the controller 703. To control.
The vibrating table 700 is moved in the X-axis direction by hydraulic actuators 741 and 742 driven by the controller 703, and is moved by hydraulic actuators 743 and 744 in y direction.
Axial movement is controlled. Hydraulic actuator 74
Displacement detectors are provided in 3, 744, and displacement information is input to the controller 703. From the jerk detection device (referred to as 701 and 702 in FIG. 38) on the vibrating table 700, the jerk of the vibrating table 700 in the x-axis and y-axis directions is detected. These jerk information is stored in the integrator 76.
Shaking table 7 by 1, 762, 763, and 764, respectively.
00 is converted into acceleration and velocity in the x-axis and y-axis directions and input to the controller 703. Further, the position information may be obtained by inserting an integrator in series with the speed information. The four types of signals for each of these degrees of freedom are fed back to the controller 703, and the controller 70 is fed back.
The vibration table is driven (also referred to as vibration) according to the target value by comparison with the seismic acceleration, the seismic acceleration or the displacement input inputted in advance in 3.

With such a system configuration, in addition to the conventional simulator, the amount of change in acceleration is captured as information, so that an earthquake simulator excellent in responsiveness and stability can be realized. Further, although the two-dimensional seismic simulator is described in this embodiment, the one-dimensional and three-dimensional seismic simulators are similarly added to the conventional information,
By controlling using jerk information, an earthquake simulator with excellent responsiveness and stability can be realized.

Here, the controller 703 has a function of controlling each hydraulic actuator, but as the controller 703 alone, a control performance evaluation function is obtained from acceleration and jerk information at each observation point of the vibrating table. By providing a function of calculating and outputting the calculation result, it can be used as an evaluation test device for evaluating the seismic simulator control performance.

[0154] Further, by driving the car on which a human is mounted to imitate the motion of a vehicle or a flying object using an external actuator, driving training for the human in the car and giving an amusement are given. Also in the motion simulator, it is possible to realize a motion simulator excellent in responsiveness and stability by controlling using the car jerk information in addition to the conventional information.

The seventh embodiment of the present invention will be described with reference to FIG. FIG. 39 is a diagram showing the structure of an XY stage using jerk information.

As shown in FIG. 39, the XY stage of the present embodiment controls the movement of the stage 800 so as to faithfully follow the position input previously input to the controller 803. Is. The stage 800 is a linear actuator 84 driven by the controller 3.
The movements in the X-axis direction are controlled by 1, 842, and the movements in the y-axis direction are controlled by the linear actuators 843, 844. A displacement detector is provided in the linear actuator, and displacement information is input to the controller 803. A plurality of jerk detecting devices on the stage 800 (in FIG. 39,
801 and 802), the stage 800
The jerk in the x-axis and y-axis directions is detected. These jerk information is used as integrators 861, 862, 863, 864.
Respectively, the acceleration in the x-axis and y-axis directions of the stage,
It is converted into speed and input to the controller. Further, by inserting an integrator in series with the speed information, the stage 80
The position information of 0 may be obtained. Also, these integration operations may be performed inside the controller. For each of these degrees of freedom, the four types of signals are fed back to the controller 803, compared with the position input previously input to the controller 803, and the stage 800
Are positioned as desired. With such a system configuration, in addition to the conventional XY stage, the amount of change in acceleration can be captured as information, so that an XY stage excellent in responsiveness (also called immediate response) and stability can be realized.

In this embodiment, the two-dimensional XY station is used.
As for the 1-dimensional linear stage, 3
Similarly, in the dimensional stage, in addition to the conventional information, by controlling using jerk information, responsiveness (immediate response),
It is possible to realize a stage having excellent stability. Here, the controller 803 has a function of controlling each hydraulic actuator, but the controller 803 alone calculates a control performance evaluation function from acceleration and jerk information at each observation point of the stage. By providing the function of outputting the calculation result, it can be used as an evaluation test device for evaluating the control performance of XY-stage.

The eighth embodiment of the present invention will be described with reference to FIG. FIG. 40 is a diagram showing the configuration of a building with a vibration damping device using jerk information.

As shown in FIG. 38, on a suitable floor of the building, a hydraulic actuator 903 and an active mass 9 are installed.
04 is provided. The hydraulic actuator 903 is fixed to the building, and the active mass is installed so as to be movable relative to the building. Controller 902
Includes a signal processing device including an integration circuit and the like, and a plurality of signal processing devices (911, 912, 912,
The case where four 913 and 914 are installed is shown. ) Acceleration, velocity, and displacement information similar to the conventional one can be calculated from the information from the added jerk detection device. The controller 902 controls the hydraulic pressure of the hydraulic actuator 903 based on these information so that the vibration of the entire building becomes small. By using the jerk information, a subtle change in acceleration can be detected, so that it is possible to realize a vibration damping device having a greater vibration reduction effect than the conventional control. Further, by accurately controlling the movement of the active mass 904 using a jerk detection device (not shown) that detects jerk information of the active mass 904, a vibration damping device having a greater vibration reduction effect. Can be realized.

Here, the controller 902 has a function of controlling the hydraulic actuator 903, but the controller 902 alone calculates a control performance evaluation function from acceleration and jerk information at each observation point of the building. However, by providing a function of outputting the calculation result, it can be used as an evaluation test device for evaluating the control performance of a building with a vibration damping device.

The ninth embodiment of the present invention will be described with reference to FIG. FIG. 41 is a diagram showing the configuration of a robot arm manipulator using jerk information.

As shown in FIG. 41, the manipulator 10
01 controls the movement of the manipulator 1001 so as to faithfully follow the position input previously input to the controller 1003. The manipulator 1001 is a joint drive DD motor (Direct Drive motor) driven by the controller 1003.
The movement is controlled by 1041, 1042, and 1043. An encoder (not shown) is provided in each DD motor, and rotation angle position information is stored in the controller 10.
It is input to 03. A plurality of jerk detecting devices (102 in FIG. 41) provided on the manipulator hand 1011.
1, 1022, 1023), the x ′ axis, the y ′ axis in the coordinate system of the manipulator hand 1011,
The jerk in the z'axis direction is detected. Controller 10
Reference numeral 03 has a built-in signal processing device including an integrating circuit and the like, and can calculate acceleration, velocity, and displacement information from information from the jerk detection device.

These four types of signals are supplied to the controller 10
03, and the position, velocity, and acceleration inputs previously input to the controller 1003 are compared, and the manipulator 1001 is positioned according to the target value. With such a system configuration, in addition to the conventional manipulator, the amount of change in acceleration can be captured as information, so that a manipulator excellent in responsiveness (immediate response) and stability can be realized. In addition, in FIG. 41, the jerk detection device provided in the manipulator hand 1011 shows three cases of 1021, 1022, and 1023, but in FIG. 25, jerk information of the vehicle with 6 degrees of freedom is shown. In the same manner as the detection method described above, the motion of the manipulator hand 1011 with 6 degrees of freedom may be detected to perform more precise control.

Here, the controller 1003 is used for each motor.
Controller 100, which has the function of controlling
3 As a single unit, an evaluation test device for evaluating the manipulator control performance by having a function of calculating a control performance evaluation function from acceleration and jerk information at each observation point of the manipulator hand and outputting the calculation result. Can also be used as a substitute.

The tenth embodiment of the present invention is shown in FIGS.
Will be described. 42 and 43 are diagrams each showing a configuration of an aircraft using jerk information.

As shown in FIGS. 42 and 43, the airframe 110
1 is equipped with a plurality of jerk detection devices (indicated by 1121, 1122, and 1123 in FIGS. 42 and 43) so that the jerk information in the front-back, up-down, and lateral directions of the machine body can be detected. Has become. Further, the main wing 1142 is also provided with jerk detection devices 1124 and 1125 for detecting the twist and bending moment of the main wing. The controller 1103 has a built-in signal processing device including an integrating circuit and the like, and can calculate acceleration, velocity, and displacement information from information from each jerk detection device arranged on the machine body. By using the jerk information, a subtle change in force applied to the body can be detected as a subtle change in acceleration. Based on these information, the controller 1103 has a horizontal canard 1141, a flaperon 1142, a vertical canard 1143, a horizontal stabilizer 1144, a vertical stabilizer 1145, and an engine (not shown).
Control the output of. In this way, the 6 degrees of freedom of the airframe can be controlled independently, and flight with completely separate attitude control and flight path can be achieved, and conventional CCV (Control Control)
(abbreviation of figured vehicle) can be further enhanced in function. For example, highly accurate direct force control (direct
force control), swing control (airplane pointing control)
l), transition control (airplane tran)
slation control) and the like are possible.

Further, since the main wing 1142 is also equipped with a jerk detecting device for detecting the twisting or bending moment of the main wing 1142, the control surface is driven based on this signal to perform damping for reducing flutter. It is also possible to prevent flutter by artificially reducing the critical flutter mode, which strongly affects the structure of the airframe by making it stronger.

The eleventh embodiment of the present invention is shown in FIGS.
Will be described. FIG. 44 is a diagram showing the overall configuration of the angular jerk sensor and a diagram showing the balance of the rotary pendulum when angular acceleration acts.

As shown in FIGS. 44 and 45, the angular jerk sensor of this embodiment includes a rotary pendulum 1201, a coil 1202 fixed to the rotary pendulum 1201, and a movable electrode 12.
04, a casing 1200, a magnet 1203 fixed to the casing 1200, and a fixed electrode 1205.
A pendulum displacement detector 1206 for detecting the displacement of the pendulum from the balanced position, a servo amplifier 1207, and a reading resistance 1
It is composed of 208. The angular jerk information is extracted as a terminal voltage of the coil 1202, as shown in FIG.

The pendulum 1201 can rotate about an axis perpendicular to the paper surface of FIGS. 44 and 45 (this direction is hereinafter referred to as a sensor sensitivity direction). The movable electrodes 1204 arranged on both sides of the pendulum 1201 and the fixed electrodes 1205 fixed to the casing 1200 form two sets of flat plate capacitors. Movable electrode 1204 and fixed electrode 12
The displacement of the pendulum 1201 can be detected by detecting the capacitance difference ΔC between the two sets of capacitors formed by the pendulum displacement detector 1206 and the pendulum displacement detector 1206.

The pendulum 1201 has a coil 1202.
When a current flows through the coil 1202, a magnetic flux is generated, and the magnetic field generated by the magnet 1203 fixed to the casing 1200 receives torque. Therefore, the pendulum displacement detector 1206 is detected by the servo amplifier 7.
And feedback control of the current flowing through the coil 1202 is performed so that ΔC = 0, that is, the sizes of the upper and lower air gaps are equalized, so that the position of the pendulum 1201 is balanced regardless of the moment due to inertial force. Can be stopped at.

Here, consider a case where the angular jerk sensor of the present invention is fixed to an object which is making a certain rotational movement. As shown in FIG. 45, assuming that the angular acceleration β (t) acts counterclockwise on the entire sensor at time t, the rotary pendulum 1201 of the inertial mass I is driven by the inertial force expressed by Equation 31. Ment works to the right.

[0173]

[Equation 31]

Considering the equation of motion for the rotary pendulum 1201, it becomes as shown in Expression 32.

[0175]

[Equation 32]

Here, J is the inertial mass of the rotary pendulum 1, θ
(T) is a displacement angle of the rotary pendulum 1201 from the balanced position at time t, W (t) is a moment due to an inertial force acting on the rotary pendulum 1201, and w (t) is a control force by position feedback. Since the control force w (t) is proportional to the current I (t) flowing through the coil 1203, the formulas 33 and 34 are
Holds.

[0177]

[Expression 33]

[0178]

[Equation 34]

Here, φ is the electromagnetic linkage coefficient, r is the coil 1
203 radius, B is magnetic flux density of magnet 1203, N
Is given by the number of turns of the coil 1202.

If the control force w (t) follows W (t), which changes momentarily, so that the rotary pendulum 1 is in the balanced position, the left side of Expression 32 becomes zero, and Expression 35 is finally established. To do.

[0181]

[Equation 35]

Therefore, the angular acceleration acting on the entire sensor is as shown in Expression 36 and can be detected from the current flowing through the coil 1203.

[0183]

[Equation 36]

Here, the angular jerk acting on the entire sensor is defined by γ
Assuming that (t), Equation 37 is obtained.

[0185]

[Equation 37]

Now, when the circuit equation is made for the current flowing through the coil 3 as shown in the figure, the following equation 38 is obtained.

[0187]

[Equation 38]

Here, L is the inductance of the coil. Therefore, the angular jerk γ (t) acting on the entire sensor is given by Expression 39, and can be measured by detecting the terminal voltage across the coil 1203.

[0189]

[Formula 39]

In the present embodiment, the example in which the rotary pendulum is equipped with the coil and the casing is equipped with the magnet, the rotary pendulum is equipped with the magnet and the casing is equipped with the coil. Alternatively, the angular jerk can be detected regardless of whether the magnet is a permanent magnet or an electromagnet.

As with the jerk information, the angular jerk information is obtained by adding a second-order analog differentiating means (filter) to a general angular velocity sensor, or digitally via an A / D converter. It can also be obtained by converting into a signal and performing digital arithmetic processing. It can also be obtained by adding a first-order analog differentiating means (filter) to the angular acceleration sensor or converting it into a digital signal via an A / D converter and performing digital arithmetic processing.

Therefore, one of the methods may be used depending on the hardware configuration, the operation speed of the controller, and the required detection accuracy. Further, in addition to various controls using jerk information shown in other embodiments of the present invention, by using angular jerk information, more highly accurate motion control and motion control device can be realized. A high-performance evaluation test device is realized.

As described above, in each of the embodiments of the present invention, the jerk detection method, the superiority of the movement control to the general movement model using the jerk, the vehicle using the jerk information,
Elevators, railway vehicles, magnetic levitation vehicles, earthquake simulators
We have described a robot, a stage, a building damping system, a robot arm, an aircraft motion control and motion evaluation device, and an angular jerk sensor. As described above, it becomes possible to detect jerk or angular jerk, which is a new physical quantity that describes the movement of an object that has not been used conventionally.
By using jerk and angular jerk in the motion control in addition to various information used in the conventional motion control, the motion control can be realized with higher precision than the conventional motion control.
In addition to the various information used in conventional motion evaluation, by using jerk and angular jerk for motion evaluation, a high-performance motion evaluation test device can be provided compared to conventional motion evaluation test devices. Will be realized.

[0194]

When motion control of an automobile is performed using jerk information, an instantaneous change in the force acting on the vehicle can be detected, so that a behavior change in the limit region of the vehicle can be detected instantaneously. At the same time, by comparing with the operation information, it is possible to instantaneously perform the correction control even for the behavior change due to an unexpected disturbance, and it is possible to prevent the occurrence of the excessive behavior change. In addition, the jerk detecting means detects the voltage across the coil fixed to the movable member (second member), thereby highly accurately determining the physical quantity proportional to the differential value (jerk velocity) of the acceleration applied to the movable member. Can be detected.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of a motion control system using jerk information.

FIG. 2 is a diagram showing an overall configuration of a jerk sensor.

FIG. 3 is a diagram showing balance of a pendulum when acceleration is applied.

FIG. 4 is an explanatory diagram of a circuit equation of a coil.

5 is an explanatory diagram of a circuit equation of a coil having an internal resistance R. FIG.

FIG. 6 is a circuit configuration diagram of a signal processing portion.

FIG. 7 is a diagram showing an overall configuration of another jerk sensor.

FIG. 8 is a diagram showing a jerk detection method using an analog differentiating circuit.

FIG. 9 is a diagram showing a jerk detection method using a digital differentiating circuit.

FIG. 10 is a diagram showing the acceleration / jerk detected by and the output of a differential circuit of the acceleration.

FIG. 11 is a diagram showing a configuration for obtaining jerk information by a jerk sensor.

FIG. 12 is a diagram showing a configuration for obtaining jerk information by an acceleration sensor and differentiating means.

FIG. 13 is a diagram showing a motion model of a motion control system using jerk information.

FIG. 14 is a diagram (for position control) showing a block diagram of a motion control system using jerk information.

FIG. 15 is a diagram (in the case of speed control) showing a block diagram of a motion control system using jerk information.

FIG. 16 is a diagram (in the case of acceleration control) showing a block diagram of a motion control system using jerk information.

FIG. 17 is a diagram showing an overall configuration of a vehicle motion control system.

FIG. 18 is an explanatory diagram of jerk information.

FIG. 19 is an explanatory diagram of sideslip detection.

FIG. 20 is an explanatory diagram of skid suppression using lateral jerk information.

FIG. 21 is a diagram showing a comparison between vehicle rotation motion suppression methods using the yaw rate information and the acceleration / jerk acceleration method.

FIG. 22 is a diagram showing a comparison between the revolution information of the vehicle using the yaw rate information and the acceleration / jerk receiving method.

FIG. 23 is a diagram showing a method for detecting wheel slippage when starting or accelerating.

FIG. 24 is a diagram showing a method for detecting a wheel lock during braking.

FIG. 25 is a perspective view showing a mounting state of jerk information detecting means having 6 degrees of freedom.

FIG. 26 is an overall configuration diagram for controlling the riding comfort of the vehicle.

FIG. 27 is a diagram showing a configuration for reducing vehicle body vibration due to engine vibration.

FIG. 28 is a diagram showing an overall configuration of engine misfire detection.

FIG. 29 is a diagram showing engine vibration during normal combustion.

FIG. 30 is a diagram showing engine vibration when a misfire occurs.

FIG. 31 is a diagram showing the concept of controlling the ride comfort of an elevator.

FIG. 32 is a diagram showing an overall configuration of elevator comfort control.

FIG. 33 is a diagram showing a configuration of a railway vehicle using jerk information.

FIG. 34 is a diagram showing a configuration of a railway vehicle using unsprung jerk information.

FIG. 35 is a diagram showing a configuration of a power control system of a railway vehicle using jerk information.

FIG. 36 is a diagram showing a configuration of a power control system of a railway vehicle using jerk information.

FIG. 37 is a diagram showing a configuration of a magnetic levitation vehicle using jerk information.

FIG. 38 is a diagram showing a structure of an earthquake simulator using jerk information.

FIG. 39 is a diagram showing the structure of an XY stage using jerk information.

FIG. 40 is a diagram showing a configuration of a building with a vibration damping device using jerk information.

FIG. 41 is a perspective view showing a configuration of a robot arm using jerk information.

FIG. 42 is a diagram showing a configuration of an aircraft using jerk information.

FIG. 43 is a diagram showing a configuration of an aircraft using jerk information.

FIG. 44 is a diagram showing a configuration of an angular jerk sensor.

FIG. 45 is a diagram showing a balance of a rotary pendulum when an angular acceleration acts.

[Explanation of symbols]

50 ... object, 51 ... jerk detection device, 52, 303,
407, 204, 506, 604 ... Controller, 53
... actuator, 1 ... pendulum, 2 ... magnet, 3 ... coil,
40 ... Pendulum displacement detector, 41 ... Movable electrode, 42 ... Fixed electrode, 5, 1207 ... Servo amplifier, 6, 1208 ... Read resistance, 13 ... Next hand, 521, 522, 523 ... Input port, 524 ... A / D converter for jerk information
525 ... A / D converter for acceleration information, 526 ... A / D converter for acceleration / jerk, 527 ... Digital differential operation, 54 ... Virtual fixed base, 55 ... Virtual spring element,
56 ... Virtual damper element, 100, 300 ... Vehicle, 10
1 ... Engine system, 102 ... Wheels, 103 ... Wheel blur
Reference numeral 104, 406 ... Steering, steering steering angle sensor, 106 ... Accelerator, 107 ... Break, 108
... Rear wheel steering actuator, 111 ... Lateral jerk detecting device, 112 ... Front-rear jerk detecting device, 111
a, 111b ... Front-rear direction, yaw jerk detection device, 11
2a, 112b ... Lateral, roll jerk detecting device, 1
11a, 111b ... Vertical direction, pitch jerk detection device, 301a, 301b ... Variable suspension mechanism, 3
02a, 302b ... Vehicle body acceleration detection device, 401 ... Engine body, 402a, 402b ... Variable engine mount, 403, 403a ... Engine acceleration speed detection device, 4
04a, 404b ... Vehicle-side jerk detection device, 405 ...
Seat, 503 ... Misfire detection device, 201 ... Cage, 202
x, 202y ... elevator car jerk detection device, 20
3 ... motor, 205 ... weight, 206 ... rope, 501 ...
Railway vehicle body 521, 522, 523, 524 ... Railway vehicle wheel, 531, 532, 533 ... Railway vehicle jerk detection device, 541, 542 ... Pillow spring actuator, 5
43,544,545,546,547,548,54
9, 550 ... Axial spring actuators, 551, 552,
553, 554 ... Bearings, 555, 556 ... Bogie, 53
4 ... Truck jerk detecting device 535, 536 ... Bearing jerk detecting device, 521, 522 ... Driving wheel, 523, 524
... Brake wheel, 503 ... Motor, 504 ... Brake, 505
Railroad vehicle longitudinal direction jerk detection device 601, magnetic levitation vehicle body, 621, 622, 623, 624 Magnetic levitation vehicle jerk detection device, 631, 632, 633, 6
34 ... Super-electric magnet, 605 ... Transmission antenna, 606 ...
Ground side controller, 671, 672 ... Ground coil for propulsion guidance, 673, 674 ... Ground coil for levitation, 700 ...
Shaking table 701 ... jerk detecting device for detecting jerk of vibrating table in y-axis direction, 702 ... jerk detecting device for detecting jerk of shaking table in x-axis, 703 ... vibrating table controller,
741, 742, 743, 744 ... Hydraulic actuator
705 ... Fixed frame, 761, 762, 763,
764 ... Integrator, 800 ... Stage, 801, ... Stage, jerk detecting device for detecting jerk in y-axis direction, 802 ...
Jerk detection device for detecting jerk of x-axis direction of stage,
803 ... Shaking table controller, 841, 842, 84
3, 844 ... Linear actuator, 845 ... Fixed frame, 861, 862, 863, 864 ... Integrator, 90
0 ... Building, 911, 912, 913, 914 ... Building jerk detection device, 902 ... Building damping controller, 903
… Hydraulic actuator, 904… Active mass, 10
01 ... Manipulator, 1011, ... Manipulator hand, 1021, 1022, 1023 ... Hand jerk speed detecting device, 1003 ... Arm controller, 1041, 10
42, 1043 ... DD motors for joint drive, 1121, 1
122, 1123, 1124, 1125 ... Aircraft body jerk detection device 1103 ... Aircraft controller, 11
41 ... Horizontal canard, 1142 ... Flaperon, 114
3 ... Vertical card, 1144 ... Horizontal stabilizer, 11
45 ... Vertical stabilizer, 1200 ... Casing, 12
01 ... Rotating pendulum, 1202 ... Coil, 1203 ... Magnet, 1204 ... Movable electrode, 1205 ... Fixed electrode, 12
06 ... Pendulum displacement angle detection device.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60K 41/28 B60K 41/28 B60T 8/58 B60T 8/58 E B62D 6/00 B62D 6/00 F02D 29 / 02 341 F02D 29/02 341 // B62D 103: 00 B62D 103: 00 111: 00 111: 00 137: 00 137: 00 F term (reference) 3D032 CC02 CC14 CC15 DA25 DA29 DA33 DA34 DA46 DA92 DA93 DD02 EA06 EB16 EB17 FF01 FF05 FF07 FF08 GG01 3D041 AA33 AB01 AC04 AC26 AC28 AD51 AE12 AE41 AE43 3D046 BB21 GG02 GG10 HH05 HH08 HH17 HH21 HH25 HH26 KK08 3G093 AA03 BA14 CB07 DB05 DB21 EB01 EB04

Claims (5)

[Claims] 1. Steering means for performing a turning motion, accelerator means for changing an output of an engine for driving a driving wheel, braking means for changing a braking force of a wheel, and at least one of the above means. An actuator for operating the actuator, a controller for controlling the actuator, a motion state detecting means for detecting that the direction of jerk generated in the vehicle is opposite to the direction of acceleration generated in the vehicle,
When the motion state detecting means detects that the direction of jerk generated in the vehicle is opposite to the direction of acceleration generated in the vehicle, the controller reduces the acceleration acting on the vehicle. A vehicle for controlling the actuator. 2. The vehicle according to claim 1, wherein the motion state detecting means is provided so as to detect a longitudinal jerk of the vehicle, and the jerk is a direction of acceleration acting in the longitudinal direction of the vehicle. The vehicle, wherein the controller controls the actuator to reduce the output of the engine when it is detected to be in the opposite direction. 3. The vehicle according to claim 1, wherein the motion state detecting means is provided so as to detect a longitudinal jerk of the vehicle, and the jerk is a direction of acceleration acting in the longitudinal direction of the vehicle. The vehicle, wherein the controller controls the actuator so as to reduce the braking force of the braking means when the reverse direction is detected. 4. The vehicle according to claim 1, wherein the motion state detecting means is provided so as to detect a lateral jerk of the vehicle, and the jerk is a direction of acceleration acting in a lateral direction of the vehicle. The vehicle controls the actuator to steer the rear wheels in the steering direction of the front wheels when detecting that the vehicle is in the opposite direction. 5. The vehicle according to claim 1, wherein the motion state detecting means serves as jerk detecting means and is movable relative to the first member and the second member.
Member, a magnet fixed to the first member for generating magnetic flux, at least one coil in the magnetic flux of the magnet fixed to the second member, and for the first member Means for detecting movement of a second member and passing a current between the coil and the magnet by the magnetic flux to generate a force on the first member to impede movement of the second member. And a means for detecting a voltage corresponding to a differential value of acceleration generated between the coils by the current.