JP2020132063A - Predictive adjustment type suspension control system - Google Patents

Abstract

To reduce vibrations that a bed for patient lying has when a welfare vehicle or emergency rescue vehicle travels on an uneven road during a patient carrying travel.SOLUTION: According to position information on a vehicle, a moving speed, three-axial acceleration, the body weight of a patient, a spring constant and a coefficient of viscosity of suspensions of a bed are set to optimum values before the vehicle passes an uneven road place so as to reduce vibrations that the bed has in passing the uneven road.SELECTED DRAWING: Figure 1

Description

The present invention relates to a suspension control system for a pedestal used in a welfare vehicle with a sleeper (hereinafter, may be referred to as a pedestal) and an emergency life-saving vehicle (hereinafter, may be abbreviated as a vehicle). Data such as the position of the own vehicle, the moving speed, the acceleration in the three axes, and the weight of the patient measured on the vehicle side are transmitted to the network server during the transportation traveling of the person to be transported (hereinafter, may be abbreviated as a patient). However, on the server side, in real time, the optimum values of the spring constant and viscosity coefficient of the suspension device for suppressing the vibration of the gantry at the road location are obtained from the road unevenness information stored in the server and transmitted to the vehicle side. On the vehicle side, the spring constant and viscosity coefficient of the suspension device of the gantry are adjusted to the optimum values in real time to suppress the vibration of the gantry when passing through uneven roads. Regarding the suspension control system.

Patients transported by welfare vehicles or paramedics are likely to suffer damage such as angiopathy due to vehicle vibration while driving, and when transported by welfare vehicles or paramedics, patients are likely to experience large vibrations or sudden impacts. It is necessary to avoid giving a load due to. Various suspension devices for pedestals have been proposed as devices for reducing vibrations and shocks caused by road surface irregularities, but sufficient vibration shock reduction is sufficient from the viewpoint of transporting patients who are the targets of welfare vehicles and emergency life-saving vehicles. I'm worried about whether or not it is effective. (For example, Non-Patent Document 3)

In Patent Document 1, a shock absorber with variable damping characteristics having a built-in piston is arranged above the spring of the suspension device, and the shock absorber is damped according to the vertical vibration acceleration and vibration speed of the upper part of the spring. A device for variably setting the characteristics is disclosed. This device detects the vibration caused by the road surface on which the vehicle is passing by the vibration acceleration and vibration speed of the upper part of the spring, and changes and sets the characteristics of the shock absorber according to the level. Since there is no function to predict and adjust the vibration level in advance and the characteristics of the shock absorber, and there is a time delay in the response of the shock absorber, it is difficult to reduce the impact at the moment of passing through the uneven part of the road. It cannot be said that the vibration shock reduction performance applicable to the suspension control device of the gantry used for welfare vehicles and emergency life-saving vehicles has been obtained.

In Non-Patent Document 1, a magnetic fluid damper, which is one of the variable dampers as a countermeasure against vibration of a structure, is used, and the damping force of the damper for reducing vibration is applied to the displacement, velocity, and acceleration of the spring and the spring. Although a method of calculating from is proposed, the mass of the controlled object is fixed and there is no vibration prediction function. Even if this method is applied to the suspension of an emergency vehicle, it is difficult to control the vibration according to the weight of the patient and reduce the vibration and impact at the moment of passing through the uneven part of the road.

Non-Patent Document 2 shows a vibration damping control method using a suspension device based on the skyhook theory, and a comparison of vibration damping performance by a passive method, a semi-active method, and a full active method is performed. There is no function to predict unevenness, and it is difficult to suppress the vibration at the moment of passing through the unevenness of the road by the method described.

Patent No. 4697507 Patent Gazette

Fumihide Hatanaka, Koji Kitamura, Naomi Ikutame, Vibration control by semi-active tuning mass damper with variable damping function, 60th Annual Scientific Lecture Meeting of Japan Society of Civil Engineers, pp.1133-1134, 2005 Masao Nagai, Active Suspension Control and Control Theory, Measurement and Control, Vol.32, No4, pp.290-295, 1993 Yasuharu Yasuda, Shinji Ninomiya, Kenji Isayama, Yutaka Takei, Vibration of emergency vehicles and effects and countermeasures of anti-vibration mounts, Journal of the Japanese Society of Clinical Emergency Medicine, Vol.18, No1, pp.5-14, 2015

When traveling while transporting a patient in a welfare vehicle or an emergency life-saving vehicle, excellent anti-vibration performance is required for the gantry on which the patient lies down from the viewpoint of minimizing damage to the patient due to large vibrations and sudden impacts. However, a device that can obtain a sufficient effect with an inexpensive device configuration has not been realized.
The present invention provides a predictive adjustment type suspension control system capable of reducing vibrations and impacts generated on a pedestal on which a patient lies down even when passing through an uneven road portion while the patient is being transported. The purpose is.

The predictive adjustment type suspension control system of the present invention for achieving such an object is the position, moving speed, and triaxial acceleration of the own vehicle (hereinafter, the position, moving speed, and triaxial direction of the own vehicle) during the patient transport traveling. The acceleration is sometimes abbreviated as vehicle information.), The measurement unit that measures the weight of the patient, the vehicle side communication unit that transmits these measurement data to the network server, and the server side that receives these measurement data. A communication unit, a recording unit that stores these received measurement data, a detection unit that detects road unevenness from these received measurement data, and a suspension device that suppresses vibration of the gantry for the detected unevenness. A calculation unit that obtains the optimum values of the spring constant and viscosity coefficient of the vehicle, a storage unit that stores the detected road unevenness and the corresponding optimum values of the spring constant and viscosity coefficient, and a vehicle information received from the vehicle in real time. The vehicle is equipped with a prediction unit that predicts the expected road unevenness and a control unit that adjusts the spring constant and viscosity coefficient of the suspension device of the gantry using the optimum values of the spring constant and viscosity coefficient received from the server. When passing through the road, the control unit adjusts the spring constant and viscosity coefficient of the suspension device of the gantry to the optimum values in advance to suppress the vibration of the gantry.

The measuring unit may acquire the latitude LAT and longitude LNG of the vehicle using GPS (Global Positioning System) or the like, and may abbreviate the vehicle moving speed V (hereinafter, abbreviated as moving speed V) using GPS or a speed sensor. ), Measure the vehicle's 3-axis acceleration ACC (hereinafter sometimes abbreviated as 3-axis acceleration ACC) using an acceleration sensor, and use a pressure sensor or strain gauge to measure the patient's weight M. It may be possible to measure.

The detection unit detects road unevenness stored in the recording unit from the vehicle information measured by the measurement unit, integrates the vertical acceleration A of the three-axis acceleration ACC twice, and sets it as the moving speed V. The floor displacement X (V, M) of the vehicle when passing through uneven parts is estimated for each patient weight M, and if the measurement is performed multiple times with the same movement speed V and patient weight M, the floor estimated for each measurement data. The average value of the displacement may be X (V, M).

式（１）
ここに、t1とt2は、それぞれ道路凹凸箇所の通過開始時刻と通過終了時刻である． The calculation unit minimizes the absolute value integration J of the vertical acceleration AX of the gantry shown in the equation (1) with respect to the floor displacement X (V, M) estimated by the detection unit for each road unevenness. As described above, the spring constant K and the viscosity coefficient C of the suspension device may be calculated by using numerical simulation, mathematical programming, or the like.

Equation (1)
Here, t1 and t2 are the passage start time and the passage end time of the uneven road, respectively.

In the storage unit, the spring constant that minimizes equation (1) is K (V, M) and the viscosity coefficient is C (V, M) with respect to the moving speed V and the patient weight M for each uneven road. , Latitude LAT, longitude LNG, K (V, M), C (V, M) of the uneven part may be set and saved.

The prediction unit describes the road network represented as a network consisting of links (roads) and nodes (intersections), with latitude LAT, longitude LNG, moving speed V, and 3-axis acceleration ACC sent from the vehicle in real time. Of the patient weight M, the running link is identified from the latitude LAT, longitude LNG, and moving speed V, and if there is a road unevenness registered in the storage unit in the traveling direction of that link, the unevenness scheduled to pass through it. As a place, further, the uneven part registered on the link connected to the end of the traveling link is listed as a candidate for the expected passing place, and if there is an uneven part to be passed, the moving speed V to the expected passing speed VE The optimum value K (VE, M) of the spring constant and the optimum value C (VE, M) of the viscosity coefficient with respect to the uneven portion, the expected passing speed VE and the patient weight M are acquired from the storage unit for communication. It may be sent to the unit.

The control unit sets the optimum spring constant K (VE, M) and the optimum viscosity coefficient C (VE, M) sent from the network server through the vehicle-side communication unit to the suspension device before passing through the uneven road. It may be set to.

According to the present invention, during patient transportation of a welfare vehicle or a life-saving emergency vehicle, the vehicle's latitude LAT, longitude LNG, movement speed V, 3-axis acceleration ACC, and transportation are being carried out before passing through uneven roads. The optimum values of the spring constant K and the viscosity coefficient C corresponding to the road location, which were calculated and saved in advance based on the patient's weight data, are acquired, and these optimum values are applied to the suspension device before passing through the uneven portion. By setting it, it is possible to effectively suppress the vibration and impact of the gantry when passing through the uneven portion, and it is possible to prevent the occurrence of physical damage to the patient.

It is a figure which shows the system structure of this invention. It is a figure which shows the control target model in this invention. It is a figure which shows the pedestal suspension prediction control procedure in this invention. It is a figure which shows the update procedure of the road unevenness information in this invention. It is a figure which shows an example of the estimation result of the floor displacement X. It is a figure which shows the optimum value of the air spring standard length H with respect to the concavo-convex part corresponding to FIG. It is a figure which shows the optimum value of the viscosity coefficient C with respect to the uneven part corresponding to FIG. It is a figure which shows the vertical acceleration of the vehicle floor in the uneven part corresponding to FIG. 5, and the vertical acceleration of a gantry when the spring standard length and the viscosity coefficient are set to the optimum values. It is a figure which shows the vertical acceleration of the vehicle floor in the uneven part corresponding to FIG. 5, and the vertical acceleration of a gantry when the spring standard length and the viscosity coefficient are set to the default values. The figure which shows the frequency correction acceleration effective value of the vehicle floor obtained based on ISO2631-1 and the frequency correction acceleration effective value on a gantry when the optimum value and the default value are applied to the uneven part corresponding to FIG. Is.

Hereinafter, the configuration and control processing procedure of the predictive adjustment type suspension control system of the present invention and the procedure for updating the optimum values of the spring constant and the viscosity coefficient of the suspension device will be described with reference to the drawings.

FIG. 1 shows the configuration of the predictive adjustment type suspension control system of the present invention.
In FIG. 1, 1 is a welfare vehicle or an emergency life-saving vehicle, and 2 is a gantry with a suspension device, in which a patient (not shown in the figure) is laid down. Reference numeral 3 denotes a measuring unit, which measures vehicle information and the weight of the patient on the gantry. Reference numeral 4 denotes a communication unit, which transmits the vehicle information obtained by the measurement unit 3 and the weight of the patient to the network server of 7. 5 is a control unit, which adjusts the spring constant K and the viscosity coefficient C of the suspension device of 6, and 8 is a communication unit of the network server 7, which receives vehicle information and measurement data of the patient's weight. These measurement data are stored in the recording unit of 9. Reference numeral 10 denotes a detection unit, which detects a road uneven portion from the vehicle information stored in the recording unit 9. Reference numeral 11 denotes a calculation unit, which calculates the optimum values of the spring constant K and the viscosity coefficient C of the suspension device 6 for each uneven road portion. Reference numeral 12 denotes a storage unit, which stores the optimum values of the spring constant K and the viscosity coefficient C calculated for each uneven road portion. Reference numeral 13 denotes a prediction unit, which is an optimum value of the spring constant K and the viscosity coefficient C at the uneven road portion where the passage is expected from the vehicle information transmitted from the communication unit 4, the moving speed V, and the patient weight M (hereinafter, road). It is determined whether or not the uneven portion and the optimum values of the spring constant K and the viscosity coefficient C at the uneven portion, the moving speed V, and the patient weight M are collectively abbreviated as road unevenness information) in the storage unit 12. If it exists, the optimum values of the spring constant K and the viscosity coefficient C are transmitted to the vehicle via the communication unit 8. The vehicle 1 receives these optimum values in the communication unit 4 and sends them to the control unit 5.

FIG. 1 shows a system configuration in which a recording unit 9, a detection unit 10, a calculation unit 11, a storage unit 12, and a prediction unit 13 are provided on the network server 7 side in order to reduce the load on the vehicle side and have a large calculation load and dedicated computing resources. However, it goes without saying that some or all of these can be provided on the vehicle side if there is sufficient margin in the computational resources on the vehicle side.

FIG. 2 is a diagram showing a controlled object model of the present invention, in which MM is the total weight of the gantry weight and the patient's weight, K is the spring constant of the suspension device 6, C is the viscosity coefficient of the suspension device 6, and X. , X1 are the amount of vertical displacement of the vehicle body and the amount of vertical displacement of the gantry with respect to a certain reference point provided outside the vehicle, respectively. When the vehicle and the gantry are stationary and in a balanced state, X = 0 and X1 = 0.

FIG. 3 shows an outline of the control processing procedure of the present invention.
Step 1: Measure vehicle information and patient weight Measure the position (latitude and longitude), speed, 3-axis acceleration, and patient weight of your vehicle using the position sensor, speed sensor, acceleration sensor, and pressure sensor in the measurement unit 3. To do.
Step 2: Determining the presence or absence of road information at the planned passage location The prediction unit 13 of the network server stores the vehicle information regarding the position sent from the vehicle in real time, and the storage unit 12 stores the road unevenness information corresponding to the planned passage location. Determine if it is saved.
Step 3: Acquisition of spring constant K and viscosity coefficient C If road unevenness information is stored in the storage unit 12, the expected passing speed VE of the uneven portion is predicted from the current moving speed V, and the expected passing speed VE is predicted from the storage unit 12. Obtain the optimum spring constant K (VE, M) and viscosity coefficient C (VE, M) for velocity VE and patient weight M. When the corresponding road unevenness information is not stored in the storage unit 12, default values are assigned to the spring constant and the viscosity coefficient, and the prediction unit 13 transmits the information to the vehicle through the server-side communication unit 8.
Step 4: Setting the spring constant K and the viscosity coefficient C On the vehicle side, the communication unit 4 receives the spring constant K and the viscosity coefficient C transmitted from the network server and sends them to the control unit 5. The control unit 5 sets the spring constant and the viscosity coefficient for the gantry suspension device 6 before passing through the uneven road portion. As a method of setting the spring constant K, for example, when using an air spring, the spring length at the equilibrium position is changed. However, since the spring constant changes according to the expansion and contraction of the spring, the spring constant is set at the equilibrium position. For example, in the case of an oil damper, the viscosity coefficient C can be set by changing the degree of opening / closing of the orifice or the valve. In the case of MR damper, it can be changed by controlling the damping force.

Although the processing procedure when using the road unevenness information stored in the storage unit 12 has been described with reference to FIG. 3, the predictive adjustment type suspension control system of the present invention also has a road unevenness information updating function.
FIG. 4 shows a procedure for updating road unevenness information.
Step 1: Measure vehicle information and patient weight Measure the position (latitude and longitude), speed, 3-axis acceleration, and patient weight of your vehicle using the position sensor, speed sensor, acceleration sensor, and pressure sensor in the measurement unit 3. To do.
Step 2: Storage in the recording unit The vehicle information and the patient's weight obtained in step 1 are stored in the recording unit 9.
Step 3: Detection of unevenness on the road The detection unit 10 detects the position (latitude and longitude) of the unevenness on the road from the position, moving speed, and acceleration in the three axial directions of the vehicle stored in the recording unit 9. The floor displacement X (V, M) with respect to the moving speed V and the patient's weight M is estimated by integrating the vertical acceleration when passing through the uneven portion twice.
Step 4: Calculation of optimum values of spring constant K and viscosity coefficient C
The calculation unit 11 numerically simulates the optimum values of the spring constant K and the viscosity coefficient C that suppress the vibration of the gantry 2 with respect to the estimated floor displacement X and the patient's weight M for the detected road unevenness. Alternatively, it is calculated using a mathematical programming method or the like. As the optimum value, for example, the equation (1), which is the integral of the absolute values of the vertical acceleration AX on the gantry while passing through the uneven portion, is set to be the minimum.
Step 5: Preservation of optimum values of road unevenness, spring constant K and viscosity coefficient C The position information of the road unevenness detected in step 3 and the optimum spring constant K and viscosity coefficient C for the unevenness calculated in step 4. The values are stored in the storage unit 12 together with the vehicle moving speed V and the patient weight M when they are calculated. If the optimum values of the spring constant K and the viscosity coefficient C corresponding to the vehicle moving speed V and the patient weight M have already been saved, they are updated as the average of the existing values.

According to the embodiment of the present invention, during the patient transportation traveling in the welfare vehicle or the emergency life-saving vehicle, the road unevenness information is calculated and stored in advance before passing through the road unevenness portion which may adversely affect the patient. By acquiring and setting the optimum values of the spring constant and viscosity coefficient of the gantry suspension to minimize the vibration of the gantry when passing through the relevant location, the vibration of the gantry when passing through the relevant location is suppressed and the patient It is possible to prevent the occurrence of adverse effects on the vehicle.

--- 式（２）
ここで、Hは釣り合い状態でのバネの標準長、ΔXは架台変位X1とフロア変位Xとの距離X1−X、Moは患者体重Mと架台重量の合算値の1/4質量（Mo = MM/4）、gは重力加速度、Patmは標準気圧、S=0.01 m²はシリンダ断面積である。バネ定数KはΔXに応じて変化することから、バネ定数Kの調整は、釣り合いの位置におけるバネ標準長Hを最適化することで行い、HとCの最適値でサスペンションを予測制御する。
４．バネ標準長の最適値H(V、M)、および粘性係数の最適値C(V、M)の計算
M=110 kg、架台重量50 kg、Mo=40 kgと設定し，バネ標準長Hと粘性係数Cを変えながら、図５のフロア変位Xをモデルに代入して，バネ上の上下加速度AXを数値シミュレーションにより算出した。
得られたバネ上の上下加速度AXについて、式（１）を最小にするバネ上の上下加速度AXが得られるバネ標準長Hと粘性係数Cを、凹凸箇所通過時のV=40 km/hとM=110 kgに対する最適値とした。異なるVとMに対しても、同様に最適値を求め、H(V、M)およびC(V、M)として保存した。
図６はバネ標準長の最適値H(V,M)を示したものであり、図７は粘性係数の最適値C(V,M)を示
したものである。 Regarding the results of verifying the usefulness of predictive control of the suspension device using the optimum values of the spring standard length (corresponding to the spring constant) of the air spring and the viscosity coefficient of the damper from the running data of an ordinary vehicle. explain.
The procedures for measurement, data processing, and verification performed in the experiment are as follows.
1. 1. Measurement of vehicle position, moving speed, and 3-axis acceleration ACC A smart terminal incorporating measurement software is installed inside an ordinary car, and the vehicle travels on general roads to record latitude LAT, longitude LNG, moving vehicle speed V, and 3-axis acceleration ACC. did. After recording, road unevenness was extracted from the 3-axis acceleration ACC.
2. 2. Estimating Vehicle Floor Displacement The floor displacement X when passing through this uneven part was estimated by integrating the vertical acceleration A recorded in the road part determined to be the uneven part twice. FIG. 5 shows an example of the floor displacement X estimated from the vertical acceleration A when passing at a moving speed V = 40 km / h.
3. 3. Estimating the optimum value of the spring standard value The gantry is supported by using four sets of spring / damper systems shown in Fig. 2. The spring is a cylinder type air spring, the gas inside the cylinder is an ideal gas, and heat inflow and outflow is Assuming that there is no such thing, the spring constant K was simulated by Eq. (2) from the estimated floor displacement X in FIG.

--- Equation (2)
Here, H is the standard length of the spring in the balanced state, ΔX is the distance X1-X between the gantry displacement X1 and the floor displacement X, and Mo is 1/4 mass of the sum of the patient weight M and the gantry weight (Mo = MM). / 4), g is the gravitational acceleration, Patm is the standard atmospheric pressure, and S = 0.01 m ² is the cylinder cross-sectional area. Since the spring constant K changes according to ΔX, the spring constant K is adjusted by optimizing the spring standard length H at the equilibrium position, and the suspension is predicted and controlled by the optimum values of H and C.
4. Calculation of optimum spring standard length H (V, M) and optimum viscosity coefficient C (V, M)
Set M = 110 kg, gantry weight 50 kg, Mo = 40 kg, substitute the floor displacement X in Fig. 5 into the model while changing the spring standard length H and viscosity coefficient C, and calculate the vertical acceleration AX on the spring. Calculated by numerical simulation.
Regarding the obtained vertical acceleration AX on the spring, the spring standard length H and viscosity coefficient C for obtaining the vertical acceleration AX on the spring that minimizes equation (1) are set to V = 40 km / h when passing through uneven parts. Optimal value for M = 110 kg. For different V and M, the optimum values were obtained in the same way and stored as H (V, M) and C (V, M).
FIG. 6 shows the optimum value H (V, M) of the spring standard length, and FIG. 7 shows the optimum value C (V, M) of the viscosity coefficient.

From FIGS. 6 and 7, it can be seen that even if the patient weight M is the same, the optimum values of H and C change if the velocity V is different. This means that if the passing speed is correctly predicted and the suspension device is adjusted, the anti-vibration performance will be improved. It can also be seen that even if the velocity V is the same, the optimum values of H and C change if the patient weight M is different. This means that if the patient weight is set correctly, the anti-vibration performance will improve.

FIG. 8 shows the vertical acceleration AX (solid line) on the spring and the vertical acceleration A (dotted line) on the spring obtained by applying the optimum H and C under the conditions of the floor displacement X and M = 110 kg in FIG. In the vertical acceleration AX on the spring, the high frequency component of the vertical acceleration A on the floor is suppressed, and the anti-vibration effect of the suspension can be confirmed.

FIG. 9 shows the vertical acceleration AX (solid line) on the spring obtained by setting the spring standard length specified value and the viscosity coefficient specified value, which are not the optimum values, in the suspension device under the condition of the floor displacement X and M = 110 kg in FIG. ) And the vertical acceleration A (dotted line) of the floor.
The specified value of the standard spring length was H = 0.15 m. The default value of the spring constant K corresponding to this was set as Mo = 60 kg in the equation (2) and obtained as the value at the equilibrium position (ΔX = 0). Regarding the default value of the viscosity coefficient C, at the equilibrium position, the model in FIG. 2 is regarded as a linear time-invariant quadratic system, and C = 2 (MoK) ^ (1) so that the damping factor is ζ = 1. / 2) was set. These Mo and K are the above default values.

FIG. 10 shows the frequency-corrected acceleration effective value AV on the floor and the frequency-corrected acceleration effective value AXV on the gantry obtained in accordance with ISO2631-1 under the conditions of floor displacement X and M = 110 kg in FIG. is there. The dotted line AXV sets the spring standard length and viscosity coefficient to the default values, and the solid line AXV sets the spring standard length and viscosity coefficient to the optimum values. The frequency-corrected acceleration effective value indicates that the smaller the value, the better the riding comfort.The suspension-equipped mount reduces the acceleration effective value on the vehicle floor, and the suspension is predicted and controlled to the optimum value. It can be seen that the effective acceleration value is further reduced.

According to the predictive adjustment type suspension control system of the present invention, it is calculated in advance as road unevenness information before passing through a road unevenness portion that may adversely affect the patient during patient transportation traveling in a welfare vehicle or an emergency lifesaving vehicle. By acquiring and setting the optimum values of the spring constant and viscosity coefficient of the gantry suspension that are stored to minimize the vibration of the gantry when passing through the relevant location, the vibration of the gantry when passing through the relevant location is suppressed. As a result, it is possible to prevent the occurrence of adverse effects on the patient, and it is possible to provide a mount suitable for a welfare vehicle or an emergency life-saving vehicle.

1 Vehicle 2 Stand 3 Measuring unit 4 Communication unit 5 Control unit 6 Suspension device 7 Network server 8 Communication unit 9 Recording unit 10 Detection unit 11 Calculation unit 12 Storage unit 13 Prediction unit

Claims (7)

A measurement unit that measures the position, movement speed, triaxial acceleration, and patient weight of the own vehicle while the patient is being transported by a welfare vehicle or a critical care vehicle, and a vehicle-side communication unit that transmits these measurement data to a network server. About the server-side communication unit that receives these measurement data, the recording unit that stores these received measurement data, the detection unit that detects the road unevenness from these received measurement data, and the detected unevenness. A calculation unit that obtains the optimum values of the spring constant and viscosity coefficient of the suspension device for suppressing vibration of the gantry, a storage unit that stores the detected road unevenness and the corresponding optimum values of the spring constant and viscosity coefficient. Using the prediction unit that predicts the road unevenness that is expected to pass from the position, movement speed, and triaxial acceleration of the own vehicle received from the vehicle in real time, and the optimum values of the spring constant and viscosity coefficient received from the server. A control unit that adjusts the spring constant and viscosity coefficient of the suspension device of the gantry is provided on the vehicle side, and when passing through the road, the control unit adjusts the spring constant and viscosity coefficient of the suspension device of the gantry to the optimum values in advance. A predictive adjustment type suspension control system characterized by suppressing the vibration of the gantry. The measuring unit acquires the latitude LAT and longitude LNG of the vehicle using GPS (Global Positioning System) or the like, measures the vehicle moving speed V using GPS or a speed sensor, and uses the acceleration sensor of the vehicle. The predictive adjustment type suspension control system according to claim 1, wherein the 3-axis acceleration ACC is measured and the weight M of the patient is measured by using a pressure sensor or a strain gauge. The detection unit detects the uneven road portion stored in the recording unit from the vehicle information measured by the measurement unit, integrates the vertical acceleration A twice out of the three-axis accelerations, and obtains the moving speed V. The floor displacement X (V, M) of the vehicle when passing through uneven points is estimated for each patient weight M, and if the measurement is performed multiple times with the same passing speed V and patient weight M, the floor estimated for each measurement data. The predictive adjustment type suspension control system according to claim 1, wherein the average value of displacement is X (V, M). In the calculation unit, the absolute value integration J of the vertical acceleration AX of the gantry shown in the equation (1) is minimized with respect to the floor displacement X (V, M) estimated by the detection unit for each uneven road portion. The predictive adjustment type suspension control system according to claim 1, wherein the spring constant K and the viscosity coefficient C of the suspension device are calculated as described above.

Equation (1)
Here, t1 and t2 are the passage start time and the passage end time of the uneven road, respectively. In the storage unit, the spring constant that minimizes the equation (1) is K (V, M) and the viscosity coefficient is C (V, M) with respect to the passing speed V and the patient weight M for each uneven road. The predictive adjustment type suspension control system according to claim 1, wherein the latitude LAT, the longitude LNG, K (V, M), and C (V, M) of the uneven portion are set and stored. The prediction unit uses latitude LAT, longitude LNG, moving speed V, and 3-axis acceleration ACC, which are sent in real time from the vehicle, for the road network expressed as a network consisting of links (roads) and nodes (intersections). Of the patient weight M, the link being traveled is identified from the latitude LAT, longitude LNG, and moving speed V, and if there is a road unevenness registered in the storage unit in the traveling direction of that link, the unevenness scheduled to pass through it. As a place, further, the uneven part registered on the link connected to the end of the traveling link is listed as a candidate for the expected passing place, and if there is an uneven part to be passed, the moving speed V to the expected passing speed VE The optimum value K (VE, M) of the spring constant and the optimum value C (VE, M) of the viscosity coefficient with respect to the uneven portion, the expected passing speed VE and the patient weight M are acquired from the storage unit for communication. The predictive adjustment type suspension control system according to claim 1, wherein the vehicle is sent to a unit. The control unit sets the optimum spring constant K (VE, M) and the optimum viscosity coefficient C (VE, M) sent from the network server through the vehicle-side communication unit to the suspension device before passing through the uneven road. The predictive adjustment type suspension control system according to claim 1, wherein the suspension control system is set to.

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