JP6243217B2 - Suspension control device - Google Patents

Description

  The present invention relates to a suspension control device suitably used for, for example, a railway vehicle.

  In conventional railway vibration control devices, in order to improve the ride comfort of the vehicle, calculations such as skyhook control and H∞ control are performed with the aim of reducing left and right vibration of the vehicle body, and control command values obtained from these control calculations Based on this, a system for controlling dampers and actuators has been put into practical use. These vibration control devices can effectively reduce the left-right vibration of the floor.

  In the field of railways and automobiles, in order to improve the ride comfort in the vertical direction of the vehicle, calculations such as skyhook control and H∞ control are performed with the aim of reducing vertical vibration of the vehicle body as a control target. Systems that control dampers and actuators based on required control command values have been put into practical use. These vibration control devices can effectively reduce the vertical vibration of the floor.

  Furthermore, in a system focused on vertical vibration reduction, a control method has been devised that focuses on suppressing vibration of a human body seated in a car seat (see, for example, Patent Document 1). In such a control method, there is one in which a controller is configured to represent a seated human body by a combination of a mass point, a spring, and a damper, and to minimize vibration in a human head. Similarly, it is also conceivable to reduce left-right vibration of the occupant in the sitting posture.

JP 2000-121506 A

  By the way, there are many cases where passengers of railway vehicles ride in a standing position. Since the human body in the standing position is not held by the vehicle body unlike when sitting, the human body falls down unless the human performs unconscious control of posture. As described above, the standing human body is in an unstable state as compared to the sitting human body.

  For standing passengers who are not holding the strap, the contact point between the vehicle body and the human body is only the foot. At this time, especially the left and right vibrations of the vehicle body act on the passenger as a moment around the center of gravity of the human body. Therefore, when the left and right vibrations are received, a force acts on the human body in the direction of falling.

  A human body in a standing position where left and right vibrations have been input from the floor once falls even if the left and right vibrations of the floor subside immediately. Actually, it is often not possible to fall by the unconscious balance control of human beings, but if the left and right vibration inputs are large, it cannot be fully squeezed and a large movement may occur.

  On the other hand, since the seated human body is held by the vehicle body via the seat back, the vibration of the human body converges when the left-right vibration of the floor is settled. In other words, the behavior of the human body is completely different between the standing position and the sitting position, and in the standing position, the reduction of rolling of the vehicle body does not necessarily directly affect the stability of the human body. Therefore, when trying to improve the riding comfort for standing humans, conventional vibration control objects and methods have not been optimal.

  The present invention has been made in view of the above-described problems of the prior art, and an object of the present invention is to provide a suspension control device that can improve the riding comfort of a standing human body.

  In order to solve the above-described problems, the present invention provides a control damper provided between a vehicle body and a carriage of a vehicle, vibration detection means provided on the vehicle body for detecting vibrations of the vehicle body, and the control damper. And a controller that issues a control command, the controller including a center-of-gravity variation estimation unit that estimates a center-of-gravity variation of a standing person riding on the vehicle body, and the center-of-gravity variation estimation The control command is obtained from the estimated value by the means and the detected value of the vibration detecting means.

  According to the present invention, the riding comfort of a standing human body can be improved.

It is a whole block diagram which shows the railway vehicle to which the suspension control apparatus by 1st, 6th, 7th embodiment was applied. It is explanatory drawing which shows the motion model of the rail vehicle by 1st Embodiment. It is explanatory drawing which shows the exercise | movement model of the human body applied to 1st Embodiment. It is a block diagram which shows the structure of the controller by 1st Embodiment. It is a characteristic line figure showing time change of human right-and-left acceleration. It is a characteristic diagram which shows the time change of the left-right acceleration of a vehicle body. It is a characteristic diagram which shows the time change of control input. It is a whole block diagram which shows the rail vehicle to which the suspension control apparatus by 2nd Embodiment was applied. It is explanatory drawing which shows the motion model of the rail vehicle by 2nd Embodiment. It is a whole block diagram which shows the railway vehicle to which the suspension control apparatus by 3rd, 4th embodiment was applied. It is explanatory drawing which shows the motion model of the railway vehicle by 3rd Embodiment. It is explanatory drawing which shows the trolley | bogie type inverted pendulum as a human body movement model applied to 3rd Embodiment. It is explanatory drawing which shows the trolley | bogie type inverted pendulum when the floor surface of the vehicle body applied to 3rd Embodiment inclines. It is explanatory drawing which shows the inverted pendulum provided with the spring element and the damping element as a human body movement model applied to 4th Embodiment. It is a whole block diagram which shows the railway vehicle to which the suspension control apparatus by 5th Embodiment was applied. It is a whole block diagram which shows the state in which the passenger who stood | placed on the railway vehicle in FIG. 15 in the state inclined diagonally with respect to the advancing direction. It is explanatory drawing which shows the exercise | movement model of a human body when the standing passenger will be in the state orthogonal to the advancing direction. It is explanatory drawing which shows the exercise | movement model of a human body when the passenger of a standing position steps out one leg, and will be in the state orthogonal to the advancing direction. It is a block diagram which shows the structure of the controller by 8th, 9th embodiment. It is explanatory drawing which shows the relationship between the pressure concerning a passenger's sole, and ZMP.

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

1 to 4 show a first embodiment of the present invention. 1 and 2, a railway vehicle 1 (vehicle) includes, for example, a vehicle body 2 on which passengers P0 and the like get on, and front and rear carts 3 _F and 3 _R provided below the vehicle body 2. Yes. These carts 3 _F and 3 _R are disposed apart from each other on the front side and the rear side of the vehicle body 2. Further, two wheel shafts each provided with wheels 4 at both ends of the axle are attached to each of the carts 3 _F and 3 _R. For this reason, each of the carts 3 _F and 3 _R is provided with four wheels 4. The railway vehicle 1 travels along the rails as each wheel 4 rotates on left and right rails (not shown). In the following description, the front cart 3 _F and the rear cart 3 _R are collectively referred to as a cart 3 _i .

A plurality of air springs 5 _FL , 5 _FR , 5 _RL , 5 _RR are provided between the vehicle body 2 and the carts 3 _F , 3 _R. The air springs 5 _FL and 5 _FR are disposed on both sides in the left-right direction of the carriage 3 _F , respectively. The air springs 5 _RL and 5 _RR are respectively disposed on both sides in the left-right direction of the carriage 3 _R. These air springs 5 _FL , 5 _FR , 5 _RL , 5 _RR elastically support the vehicle body 2 in the vertical direction with respect to the carriages 3 _F , 3 _R.

Further, between the vehicle body 2 and each of the trucks 3 _F and 3 _R , damping force variable dampers 6 _F and 6 _R (hereinafter referred to as “control dampers”) that generate a control force for suppressing the vibration of the vehicle body 2 in the left-right direction. Left and right motion dampers 6 _F and 6 _R ) are provided. The left and right dynamic dampers 6 _F and 6 _R are configured using a cylinder device (for example, a damping force adjusting hydraulic shock absorber called a semi-active damper) that can individually adjust the damping force. The left and right dampers 6 _F and 6 _R include a damping force adjustment valve (not shown) made of, for example, a proportional solenoid, and the damping force adjustment valve has a hard damping force characteristic in order to reduce vibration of the vehicle body 2. Adjust to any characteristic between soft and soft characteristics.

That is, the left and right motion dampers 6 _F and 6 _R follow a control signal (command current) output from the controller 8 to be described later so as to buffer and reduce vibrations in the left and right direction of the vehicle body 2 with respect to the carriages 3 _F and 3 _R. The damping force is variably controlled. As a result, the left and right dynamic dampers 6 _F and 6 _R generate a control force u for suppressing left and right vibrations of the vehicle body 2.

The left and right dynamic dampers 6 _F and 6 _R may be configured to continuously adjust the damping force characteristics between the hard characteristics and the soft characteristics, or may be configured to be adjustable in two or more stages. Good. Hereinafter, the left and right motion dampers 6 _F and 6 _R are collectively referred to as a left and right motion damper 6 _i .

The acceleration sensors 7 _F and 7 _R are provided on the front side and the rear side of the vehicle body 2, respectively. These acceleration sensors 7 _F and 7 _R detect the lateral movement of the vehicle body 2 such as yaw and sway. At this time, the acceleration sensors 7 _F and 7 _R constitute vibration detection means for detecting the vibration of the vehicle body 2. Hereinafter, the acceleration sensors 7 _F and 7 _R are collectively referred to as an acceleration sensor 7 _i .

The controller 8 is constituted by a microcomputer, for example, and acceleration sensors 7 _F and 7 _R are connected to the input side thereof. In addition, two left and right dynamic dampers 6 _F and 6 _R disposed on the front side and the rear side of the railway vehicle 1 are connected to the output side of the controller 8. Based on the detection signals from the acceleration sensors 7 _F and 7 _R , the controller 8 reduces the damping force of the left and right motion damper 6 _i so as to reduce the motion of the standing passenger P 0 riding in the vehicle body 2. A command signal is generated and the damping force of the left and right dynamic damper 6 _i is controlled.

Specifically, the controller 8 acquires the motion of the standing passenger P0 riding in the vehicle body 2 from the acceleration detection signals output from the acceleration sensors 7 _F and 7 _R. Then, the controller 8 calculates a control force u to be generated by the left and right motion damper 6 _i according to a control law described later, and sends a command current to the solenoid of the left and right motion damper 6 _i . As a result, an arbitrary damping force can be generated in the left-right motion damper 6 _i to control the vibration in the left-right direction of the vehicle body 2, and the motion of the standing passenger P 0 riding on the vehicle body 2 can be reduced. That is, the riding comfort of the standing passenger P0 can be improved.

Next, a control rule for controlling the damping force of the left and right dynamic damper 6 _i based on the output of the acceleration sensor 7 _i in the railway vehicle 1 having the above-described configuration will be described.

  FIG. 2 shows a motion model of the railway vehicle 1 in the first embodiment of the present invention. In the first embodiment, the railway vehicle 1 is approximated by a 1/2 vehicle body model that focuses only on the left and right movement directions as shown in FIG.

The depth direction of the paper surface in FIG. 2 is the traveling direction of this model, and the Y axis is taken in the left-right direction of the vehicle body 2. In this model, the elastic vibration of the vehicle body 2 is not considered, and the vehicle body 2 and the carts 3 _F and 3 _R are both treated as rigid bodies.

The main symbols used in modeling are as shown in Table 1 below. In addition, the dot in a type | formula means the 1st-order differentiation (d / dt) by time t. If there are two dots, it means second order differentiation (d ² / dt ² ).

First, modeling of the vehicle 1 will be described. The equation of motion of the vehicle body 2 and the carriage 3 _i is expressed by the following equation.

  From these, the following equation of state is obtained.

  Next, control that takes the balance unconsciously performed by the standing human body (passenger P0) and movement of the human body will be described.

The motion model of the standing human body is, for example, Technical Document 1 (Tomochi Sugihara, "Best Center of Gravity-Standing Stability and Stepping of Biped Motion Based on ZMP Regulator", 14th Robotics Symposium, pp.435-440) 3, for example, it is expressed by a motion model as shown in FIG. 3 paying attention to the torque generated around the center of gravity x of the human body and the torque generated around the zero moment point _xz .

Here, the zero moment point (hereinafter referred to as ZMP) is the center of pressure of the pressure (floor reaction force) applied to the left and right soles, that is, when the force applied to the left and right soles is replaced with one force. This refers to the point (action point) that is considered to be virtually applied with force. The position of ZMP is constrained within the positions of the left and right feet [x _zmin , x _zmax ]. The equation of force balance in ZMP is expressed by the following equation.

  The equation of motion around the center of gravity of the human body is expressed by the following equation.

  Substituting the equation of equation 4 into the equation of equation 5 yields the equation of equation 6.

Here, x is the position of the center of gravity in the left-right direction, x _z is the position of the ZMP in the left-right direction, z is the position of the center of gravity in the up-and-down direction, z _z is the position of the ZMP in the up-and-down direction, g is gravitational acceleration, and m is the standing position. mass passenger P0, the I _y is the moment of inertia of standing passengers P0. Also, ω is defined by the following equation.

  As a result, the equation of motion related to the left-right motion of the human is expressed by

As shown in FIG. 2, if it is assumed that a human is present on the vehicle body 2 that is displaced only in the left-right direction, z can be assumed to be constant and z _z = 0. Based on this assumption, the following equation of state can be obtained for human left-right motion.

  Next, the posture control that is performed unconsciously by a standing human being to balance is examined with reference to the technical document 1.

The position of the center of gravity and the ZMP change while the human balances. For this reason, the positions of the center of gravity and the ZMP are redefined as relative positions with respect to the center of gravity reference point x _ref as follows so that human movement can be examined based on the fixed point (center of gravity reference point) x _ref . However, the center-of-gravity reference point x _ref is set at the position of the center of gravity of the human body when the human body is standing upright and stationary.

Subsequently, ZMP is defined as follows using gains k ₁ and k ₂ .

The left-hand side part of the equation (11) (where “˜” is added on χ _z ) is called a simulated ZMP. According to the number 11 expression, it means that the human body centroid x mock ZMP enough away from the center of gravity reference point x _ref is set to a position opposite the body of the center of gravity x. That is, the simulated ZMP is defined in a direction in which χ−χ _z approaches zero.

From the equations (8) and (10), the fact that χ−χ _z approaches zero means that the human lateral acceleration (lateral acceleration) approaches zero. That is, the simulated ZMP is a simple representation of posture control that is performed unconsciously by a standing person in order to balance.

However, this simulated ZMP does not consider that the position of the ZMP is constrained within the positions of the left and right feet [x _zmin , x _zmax ], and does not necessarily match the actual support state. Therefore, the ZMP is expressed as follows in consideration of the constraint condition of the ZMP.

  This is a value that becomes an operation target (target ZMP) when the posture control that is performed unconsciously by a standing person in order to balance is expressed in a mathematical expression. Balance control performed unconsciously by humans can be regarded as feedback control that causes the actual ZMP to follow the target ZMP. When this feedback is established, the dynamics of the center of gravity from the equations (9), (10), (11), and (12) becomes an autonomous system expressed by the following equation of state.

When the poles in the state S2 are arranged at ωq ₁ and ωq ₂ , k ₁ and k ₂ are expressed as follows.

For the passengers P0 without changing the supporting condition, the reference position x _ref of the center of gravity is a vehicle body displacement y _2. Therefore, the disturbance in the equation (13) is the lateral acceleration of the vehicle body.

Next, a control rule for controlling the damping force of the left and right dynamic damper 6 _i from the output of the acceleration sensor 7 _i in the railway vehicle 1 having the configuration of FIGS. 1 and 2 will be described.

  When the state equation of the vehicle body 2 expressed by the equation 3 is combined with the state equation of the human body including the posture control expressed by the equation 13, the following equation of state is obtained.

  Subsequently, a control law is derived using this state equation based on LQ control. At this time, for example, the state feedback K may be given so as to minimize the evaluation function J that can be expressed by the following equation with respect to the state equation.

  However, the vector p in the equations 16 and 17 is as follows.

Equation 17 is a controller for controlling the vibrations of the human body and the vehicle body 2. According to the above control law, the control object is the passenger P0 that takes into account the left-right vibration of the vehicle body 2 and the movement of the body while maintaining a standing posture on the vehicle body 2, and the control force u of each left-right motion damper 6 _i Therefore, it is possible to achieve both the suppression of the left-right vibration of the vehicle body 2 and the improvement of the riding comfort for the standing passenger P0.

  The state feedback K is not limited to the above-described LQ control, but may be obtained from various control theories such as LQG control and H∞ control.

  Next, FIG. 4 shows a block diagram of the control system with respect to the configuration of the control system in the first embodiment.

A disturbance such as a trajectory error or a crosswind and a control force u by the control suspension (left-right motion damper 6 _i ) are input to the vehicle 1, and a lateral acceleration of the vehicle body 2 is input to the passenger P 0. Further, the controller 8 acquires vehicle behavior acquisition means 9 for acquiring the vehicle behavior, and an observer 10 for estimating the standing passenger behavior for estimating the behavior of the standing passenger P0 based on the behavior of the vehicle body 2 acquired by the vehicle behavior acquisition means 9. And a controller 11 that performs a control calculation for reducing vibrations of the passenger P0 and the vehicle body 2.

The portion for calculating the vehicle behavior including the acceleration sensors 7 _F and 7 _R described above corresponds to the vehicle behavior acquisition means 9, and the portion for calculating the equation (13) corresponds to the observer 10 for estimating the standing passenger behavior. That is, the observer 10 constitutes center-of-gravity variation estimation means for estimating the center-of-gravity variation of the standing passenger P0 riding on the vehicle body 2 from the movement of the vehicle 1. A part for calculating the expression of Expression 17 is a controller 11 for suppressing vibration. As described above, the feature of the present invention is that the observer 10 for estimating the movement of the standing passenger P0 is balanced. Further, the present invention is characterized in that the observer 10 incorporates control for balancing the standing passengers unconsciously.

Next, in order to confirm the effect of the vibration control in the above-mentioned control law, the left and right (lateral) accelerations of the passenger P0 and the vehicle body 2 when passing through the rail branch point were examined based on simulation. The results are shown in FIGS. Here, FIG. 5 shows the acceleration in the lateral direction of the passenger P0, FIG. 6 shows a lateral direction of the acceleration of the vehicle body 2 (lateral acceleration), FIG. 7 shows a control input for lateral movement damper 6 _i. As a comparative example, the broken line in the simulation result is based on a control law (skyhook control) aimed at reducing only the vibration of the vehicle body, and the solid line is based on a control law when the present invention is applied. Each of the left and right motion dampers 6 _i is assumed to be an active suspension capable of generating an arbitrary control force u.

  As shown in FIG. 6, the maximum value of the lateral acceleration (lateral acceleration) of the vehicle body 2 is the same between the present invention and the comparative example. On the other hand, as shown in FIG. 5, the maximum value of the acceleration in the left-right direction of the passenger P0 can be reduced by 20 to 30% in the present invention compared to the comparative example. Moreover, as shown in FIG. 7, it turns out that the control effect of FIG. 5, FIG. 6 is acquired with little control force u.

  From the above, it can be seen that the movement of the vehicle body 2 and the riding comfort of the human (standing passenger P0) can be improved by taking into account the control that is performed unconsciously by humans.

Thus, in the first embodiment, the controller 8 includes the observer 10 for estimating the standing passenger behavior that estimates the behavior of the standing passenger P 0 from the movement of the vehicle 1, and the estimated value by the observer 10 and the acceleration sensor 7. It was determined control command based on the detected value of _F, 7 _R. For this reason, it is possible to control the vibration in the left-right direction of the vehicle body 2 in consideration of the movement in which the standing passenger P0 balances, and the riding comfort of the standing passenger P0 can be improved.

  That is, in the first embodiment, in addition to the conventional equation of motion of the vehicle body 2, both the motion of the vehicle body 2 and the riding comfort of the human body are improved by taking into account control that is unconsciously performed by humans. be able to.

In the first embodiment, in the process of deriving the equation (8) from the equation ( ⁶ ), it is assumed that the change rate (d ² θy / dt ² ) of the inclination θy around the center of gravity of the human body is zero. We focused on the movement only in the left-right direction. However, the present invention is not limited to this, and the movement of the human body may be defined in consideration of the inclination of the human body.

  Furthermore, in the first embodiment, the balance control that is unconsciously performed by humans is defined based on an index called ZMP. However, the present invention is not limited to this. For example, an operation pattern for humans to balance is defined in advance. Any method may be used as long as it can predict an action for a person to balance, such as a method of calculating.

  Next, FIG. 8 and FIG. 9 show a second embodiment of the present invention. The feature of the second embodiment is that the controller is configured to improve the riding comfort of each passenger by constructing an equation of motion and an observer on the assumption that passengers are standing at the front and rear points of the vehicle body. It is to have done. In the second embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

Railway vehicle 21 according to the second embodiment, much like the railway vehicle 1 according to the first embodiment, the vehicle body 2, carriage 3 _F, 3 _R, lateral movement damper 6 _F, 6 _R, the acceleration sensor 7 _F , 7 _R , controller 22 and the like.

However, the controller 22 calculates the control force u to be generated by the left and right motion dampers 6 _F and 6 _R based on the acceleration detected by the acceleration sensors 7 _F and 7 _R according to the control law described later, and the left and right motion damper 6 _F, 6 to generate any damping force _R. This is different from the controller 8 according to the first embodiment.

Next, a control rule for controlling the damping force of the left and right dynamic dampers 6 _F and 6 _R based on the outputs of the acceleration sensors 7 _F and 7 _{R in} the railway vehicle 21 according to the second embodiment will be described.

  FIG. 9 shows a motion model of the railway vehicle 21 in the second embodiment. In the second embodiment, the railway vehicle 21 having the configuration shown in FIG. 8 is approximated by a 1/1 vehicle body model that focuses only on the left and right movement directions. When the 1/1 vehicle model is used, vibrations of the sway and yaw of the vehicle 1, the passenger P0 at the front end of the vehicle, and the passenger P0 at the rear end of the vehicle can be considered.

Also in this model, as in the first embodiment, the elastic vibration of the vehicle body 2 is not taken into consideration, and both the vehicle body 2 and the carriage 3 _i are treated as rigid bodies. The main symbols used in modeling are as shown in Table 2.

First, modeling of the vehicle 21 will be described. The following equation of state can be obtained based on the equations of motion of the vehicle body 2 and the carriage 3 _i of FIGS.

  The following equation of state is obtained by combining the equation of state of the vehicle body 2 shown in Equation 19 with the equation of state of the human body including posture control shown in Equation 13.

  Here, S1F is a constraint condition for the passenger P0 riding on the front side of the vehicle body 2, and S1R is a constraint condition for the passenger P0 riding on the rear side of the vehicle body 2. S1F and S1R are the range of the state S1 defined by the equation (12). Similarly, S2F and S2R are the range of the state S2 defined by the equation (12), and S3F and S3R are the range of the state S3 defined by the equation (12).

  As in the first embodiment, in order to derive the control law using this state equation, for example, the evaluation function J that can be expressed by the equation 16 is minimized with respect to the equation 17 What is necessary is just to give the state feedback K shown to the type | formula. However, the vector p in the equations 16 and 17 is as follows. The equation (17) is a controller for controlling the vibrations of the human body (passenger P0) and the vehicle body 2. Also in the controller 22 according to the second embodiment, as in the first embodiment, the part that calculates the formula (13) corresponds to the center-of-gravity variation estimation means.

According to the above control law, the control targets are the yaw and sway of the vehicle body 2, and the passengers P0 on the vehicle front side and the vehicle rear side considering the movement of the body to maintain a standing posture on the vehicle body 2, The control force u of the left and right dynamic damper 6 _i is determined. For this reason, it is possible to achieve both suppression of the vibration mode of the vehicle body 2 and improvement of riding comfort for the standing passenger P0.

  Thus, in the second embodiment, in addition to the equation of motion of the vehicle body 2 according to the first embodiment, consideration is given to a control that is unconsciously balanced on the front side and the rear side of the vehicle body 2. Thus, it is possible to improve both the motion of the vehicle body 2 and the ride quality of a human (standing passenger P0) regardless of the boarding position of the passenger P0.

  Next, FIGS. 10 to 13 show a third embodiment of the present invention. A feature of the third embodiment resides in that the movement of the standing passenger is suppressed by using both the left-right movement and the vertical movement of the vehicle body. Note that in the third embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

The railway vehicle 31 according to the third embodiment generates the vehicle body 2, the carriages 3 _F and 3 _R , and the lateral damping force (control force u _y ) almost similar to the railway vehicle 1 according to the first embodiment. And left and right motion dampers 6 _F and 6 _R , acceleration sensors 7 _F and 7 _R for detecting lateral acceleration, a controller 34, and the like. In addition, the railway vehicle 31, the damping force as a control damper for generating the control force u _z for suppressing vertical vibration of the vehicle body 2 variable damper _{32 FL, 32 FR, 32 RL} , 32 RR ( hereinafter, Vertical motion dampers 32 _FL , 32 _FR , 32 _RL , and 32 _RR ), and acceleration sensors 33 _L and 33 _R that are arranged on the right and left sides of the vehicle body 2 and detect vertical acceleration of the vehicle body 2 such as rolling and bouncing Is provided.

Vertically moving the damper 32 _FL, 32 _FR is positioned respectively on the left and right side of the front bogie 3 _F, is provided between the vehicle body 2 and the bogie 3 _F. Vertically moving the damper 32 _RL, 32 _RR is positioned respectively on the left and right side of the carriage 3 _R of the rear, is provided between the vehicle body 2 and the bogie 3 _R. These vertical motion dampers 32 _FL , 32 _FR , 32 _RL , 32 _RR are substantially the same as the left-right motion damper 6 _i, and are cylinder devices (for example, a damping force adjustment type called a semi-active damper) that can individually adjust the damping force. Of hydraulic shock absorber). Therefore, the vertical motion dampers 32 _FL , 32 _FR , 32 _RL , 32 _RR include a damping force adjustment valve (not shown) made of, for example, a proportional solenoid, and the damping force adjustment valve reduces vibration of the vehicle body 2. Therefore, the damping force characteristic is adjusted to an arbitrary characteristic between the hard characteristic and the soft characteristic.

That is, the vertical motion dampers 32 _FL , 32 _FR , 32 _RL , 32 _RR are controls output from a controller 34 described later so as to buffer and reduce vibrations in the vertical direction of the vehicle body 2 such as rolling and bouncing. The damping force is variably controlled according to the signal (command current). Thereby, the vertical motion dampers 32 _FL , 32 _FR , 32 _RL , 32 _RR generate a control force u _z for suppressing the vertical vibration of the vehicle body 2.

The vertical motion dampers 32 _FL , 32 _FR , 32 _RL , 32 _RR may be configured to continuously adjust the damping force characteristics between the hard characteristics and the soft characteristics, and can be adjusted in two or more stages. It may be a simple configuration. Hereinafter, the vertical motion dampers 32 _FL , 32 _FR , 32 _RL , and 32 _RR will be collectively referred to as the vertical motion damper 32 _ij .

The acceleration sensors 33 _L and 33 _R are located, for example, near the center in the traveling direction of the vehicle body 2 and are arranged on the left side and the right side, respectively. These acceleration sensors 33 _L and 33 _R detect vertical movement of the vehicle body 2 such as rolling and bouncing. At this time, the acceleration sensor 33 _L, 33 _R, together with the acceleration sensor 7 _F, 7 _R, constituting a vibration detecting means for detecting vibration of the vehicle body 2. Hereinafter, the acceleration sensors 33 _L and 33 _R are collectively referred to as an acceleration sensor 33 _j .

The controller 34 is constituted by, for example, a microcomputer, and the input side thereof is connected to acceleration sensors 7 _F and 7 _R and acceleration sensors 33 _L and 33 _R. Further, two left and right motion dampers 6 _F and 6 _R and four vertical motion dampers 32 _FL , 32 _FR , 32 _RL , and 32 _RR provided on the railway vehicle 31 are connected to the output side of the controller 34. Yes. Then, the controller 34 determines the position of the standing passenger P0 riding in the vehicle body 2 based on the lateral acceleration output by the acceleration sensor 7 _i and the vertical acceleration output by the acceleration sensor 33 _j . The generated forces and motions are obtained, and the control forces u _y and u _z to be generated by the left and right motion dampers 6 _i and the vertical motion dampers 32 _ij are calculated according to the control law described later, and an arbitrary value is applied to each of the dampers 6 _i and 32 _ij . Generate a damping force.

Next, in the railway vehicle 31 according to the third embodiment, the damping force of the left and right motion dampers 6 _F and 6 _R and the vertical motion damper 32 are based on the outputs of the acceleration sensors 7 _F , 7 _R , 33 _L and 33 _R. A control law for controlling the damping forces of _FL , 32 _FR , 32 _RL , and 32 _RR will be described.

  FIG. 11 shows a motion model of the railway vehicle 31 in the third embodiment. In the third embodiment, the railway vehicle 31 in FIG. 10 is approximated by a ½ vehicle body model focusing on the left-right direction and the roll direction of the vehicle body 2. Table 3 shows the main symbols used in modeling.

First, modeling of the vehicle 31 will be described. The equation of motion of the vehicle body 2 and the carriage 3 _{i in} FIG. 11 is expressed by the following equation.

  From these, the following equation of state is obtained.

  Next, control that takes the balance unconsciously performed by the standing human body (passenger P0) and movement of the human body will be described. In the third embodiment, the balance control that is performed unconsciously by humans is replaced with the control of a cart-type inverted pendulum.

  The equation of motion of the cart-type inverted pendulum constrained in the plane as shown in FIG. 12 is expressed by the following equation on the assumption that the mass of the cart P2 can be ignored.

However, theta is the angle between the vertical axis and the inverted pendulum P1, L is the axial length, x _c is the position of the carriage P2 on the horizontal axis. The tip position [x, z] is expressed by the following equation.

  Substituting Equations 28 and 29 into Equation 27 gives the following equation.

  Assuming that θ is a sufficiently small value, θ and z can be approximated as follows based on Equations 28 and 29.

  Substituting these into the formula 30 yields the following formula.

Here, it can be seen that the equation (33) and the equation (8) in the first embodiment have the same shape. That is, by considering replacing ZMPx _z to the position x _c of the carriage P2, the problem with human balance, can be considered as carriage inverted pendulum balance problems.

  Next, in order to examine the balance control of the passenger P0 riding on the vehicle body 2 as the control of the cart-type inverted pendulum, the cart-type inverted pendulum control on the inclined road surface as shown in FIG. Consider the inverted pendulum model.

  Assuming that the mass of the cart P2 is negligible in FIG. 13 and that there is no viscosity in the rotating part of the pendulum P1 (supporting part of the pendulum P1 on the cart P2), the kinetic energy K, potential energy P, and dissipation function of the system V is as shown in the following equation. However, main symbols in the formula are as shown in Table 4.

  The Lagrangian equation for this system is:

  Assuming that φ is substantially 0, the following equation of state is obtained by substituting the equations of Equations 34, 35, and 36 into Equations 37 and 38 and linearizing them in the vicinity of the origin.

  The manipulated variable f can be approximated by the following equation of motion when both φ and θ are substantially zero.

  Therefore, the equation 39 is summarized as the following equation.

Similar to the first embodiment, the position of the carriage P2 of the carriage-type inverted pendulum is redefined as a relative position with respect to the reference point _xref as follows.

  Then, Formula 41 can be expressed as follows.

Subsequently, the carriage position χ _c is defined as follows using the gain k.

This χ _c is called a simulated trolley position, and the posture control that is unconsciously performed to balance the standing human body is simulated using a trolley-side inverted pendulum.

In order to regard the ZMP control and the cart-type inverted pendulum control as equivalent, it is necessary to constrain the simulated cart position to the positions [x _cmin , x _cmax ] of the human right and left legs also in the cart-type inverted pendulum control. Considering the constraint condition and the formula 44, the formula 43 is the following state equation.

The state equation of the human body defined by Expression 45 and the state equation of the vehicle body defined by Expression 26 are summarized as y ₂ = x _ref and θ ₂ = φ. For example, according to the LQ control, for the controller state equation obtained from these, as in the first embodiment, the evaluation function J represented by the equation 16 is minimized so that the equation 17 is satisfied. The state feedback K in the above equation may be given. The equation (17) is a controller for controlling the vibrations of the human body (passenger P0) and the vehicle body 2.

According to the above control law, the object to be controlled is the vehicle body 2 having a degree of freedom in the left-right direction and the roll direction, and the passenger P0 taking into account the movement of the body while maintaining a standing posture on the vehicle body 2, The control forces u _z and u _y of the damper 32 _ij and the left and right dynamic damper 6 _i are determined. For this reason, it is possible to achieve both the left-right movement and roll control of the vehicle body 2 and the improvement of the riding comfort for the standing passenger P0. In particular, in the third embodiment, using both vertical movement damper 32 _ij and lateral movement damper 6 _i, it is possible to improved ride quality for standing passengers P0.

  In addition, the formula of Formula 45 is a formula with different orders for each constraint condition. In order to unify the orders when actually incorporating them into the control device, for example, the formula 40 is described as the formula 46, and the formula 45 is compiled into the formula 47 as a uniform form. Also good.

  At this time, the value of A is selected to be a value that can be regarded as A≈0 and large enough that the operation does not fail by division by zero.

  In the controller 34 according to the third embodiment, the part for calculating the formula 45 or 47 corresponds to the gravity center variation estimation means.

  Thus, in the third embodiment, it is possible to obtain the same operational effects as in the first embodiment. Further, in the third embodiment, since both the vertical and lateral movements of the vehicle body are controlled simultaneously, it is possible to obtain a high effect in reducing the amount of movement of the human body as compared with the first embodiment. it can.

  In the third embodiment, the case of applying to the first embodiment has been described as an example. However, the third embodiment may be applied to other embodiments.

  Next, FIG. 10 and FIG. 14 show a fourth embodiment of the present invention. The feature of the fourth embodiment is that the posture control that a standing person unconsciously performs to balance is simulated as an inverted pendulum supported by a spring element and a damping element. Note that in the fourth embodiment, the same components as those in the third embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

The railway vehicle 41 according to the fourth embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriages 3 _F and 3 _R , and the left and right dynamic damper 6 _F that generates a lateral damping force. , 6 _R , acceleration sensors 7 _F , 7 _R for detecting lateral acceleration, a controller 42 and the like. However, the controller 42 controls the left and right motion dampers 6 _F and 6 _R on the assumption of the human body model shown in FIG. This is different from the first embodiment.

  Next, control that takes the balance unconsciously performed by the standing human body (passenger P0) and movement of the human body will be described. In the fourth embodiment, balance control performed unconsciously by humans will be described by replacing it with control of an inverted pendulum P1 supported by a spring element S and a damping element D. The balance of forces in the motion model of FIG. 14 is as shown in the following equation. However, main symbols in the formula are as shown in Table 5.

  The expressions of Equations 49 and 50 are summarized as follows.

  Substituting Equations 51 and 52 into Equation 48, the following equation of state is obtained.

  The state equation of the human body defined by Equation 53 and the state equation of the vehicle body 2 defined by Equations 3, 18, and 26 are summarized. For example, according to the LQ control, for the controller state equation obtained from these, as in the first embodiment, the evaluation function J represented by the equation 16 is minimized so that the equation 17 is satisfied. The state feedback K in the above equation may be given. The equation (17) is a controller for controlling the vibrations of the human body (passenger P0) and the vehicle body 2. In the controller 42 according to the fourth embodiment, the part that calculates the formula 53 is equivalent to the gravity center variation estimation means.

According to the above control law, the control target is the vehicle 2 and the passenger P0 who wants to maintain the standing posture similar to the pendulum P1 on the vehicle body 2, and the control force u of the left and right dynamic damper 6 _i is determined. For this reason, it is possible to achieve both vibration control of the vehicle body 2 and improved riding comfort for the standing passenger P0.

  In the fourth embodiment, the case of applying to the third embodiment has been described as an example. However, the fourth embodiment may be applied to the first and second embodiments.

  Next, FIGS. 15 to 18 show a fifth embodiment of the present invention. The feature of the fifth embodiment is that the movement of the human body is modeled on the assumption that the passenger stands not only in the traveling direction but also in any direction. In the fifth embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.

Railway vehicle 51 according to the fifth embodiment, substantially the same manner as the railway vehicle 1 according to the first embodiment, the vehicle body 2, carriage 3 _F, 3 _R, lateral movement damper 6 _F, 6 _R, the acceleration sensor 7 _F , 7 _R , controller 52 and the like. However, the controller 52 controls the left and right motion dampers 6 _F and 6 _R on the assumption of the human body model shown in FIGS. 17 and 18. This is different from the first embodiment.

  In the first embodiment, as shown in FIGS. 1 and 3, the movement of the human body in the left-right direction is modeled by ZMP on the assumption that the passenger P0 is standing in the traveling direction of the vehicle. On the other hand, in the fifth embodiment, for example, as shown in FIGS. 15 and 17, on the assumption that the passenger P0 stands on the left side or the right side with respect to the traveling direction, Model the movement with ZMP.

  In the first embodiment, as shown in FIG. 3, the ZMP constraint conditions are the positions of the left and right human legs. On the other hand, in the fifth embodiment, as shown in the model in FIG. 17, the constraint condition of ZMP is defined as from the toes of the human body to the heel.

  Specifically, as shown in FIG. 17, the constraint condition when the human body stands with both feet aligned is from the toes of both feet to the heel. In addition, as shown in FIG. 18, the constraint condition when the human body stands with one foot standing is from the front foot toe to the back foot heel.

  By applying such constraint conditions, the control according to the first embodiment is also applied to a case where the passenger stands facing the left side or the right side perpendicular to the traveling direction as shown in FIG. it can.

  As shown in FIG. 18, the state where the human body stands on one foot is equivalent to the passenger standing at an angle other than 0 degrees and 90 degrees with respect to the traveling direction. When the damper is controlled so as to improve the stability of the passenger with respect to the left and right shaking of the vehicle body 2, it is not necessary to pay attention to the movement of the passenger in the longitudinal direction. For this reason, the passenger standing facing diagonally may be described as a plane motion model as shown in FIG. Therefore, the control according to the first embodiment is also applied to the case where the passenger stands diagonally with respect to the traveling direction as shown in FIG. 16 by changing the constraint condition according to the direction of the passenger. it can. That is, the fifth embodiment can be applied even when a passenger stands in any direction including the traveling direction.

  Also in the controller 52 according to the fifth embodiment, as in the first embodiment, the part that calculates the formula (13) corresponds to the gravity center variation estimation means. Moreover, although the case where it applied to 1st Embodiment was mentioned as an example in 5th Embodiment, you may apply to another embodiment.

  Next, FIG. 1 shows a sixth embodiment of the present invention. The feature of the sixth embodiment resides in that the “average height, weight, direction facing” of standing passengers in a vehicle to be controlled is used as a human body model for control. Note that in the sixth embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

Railway vehicle 61 according to the sixth embodiment, much like the railway vehicle 1 according to the first embodiment, the vehicle body 2, carriage 3 _F, 3 _R, lateral movement damper 6 _F, 6 _R, the acceleration sensor 7 _F , 7 _R , controller 62 and the like. However, the controller 62 uses a human body model that uses “average height, weight, and direction” of standing passengers for control, and controls the left and right motion dampers 6 _F and 6 _R on the assumption of this human body model. This is different from the first embodiment.

  In the first to fifth embodiments, passengers are modeled on the assumption that one or two human bodies (passengers P0) are facing a specific direction. On the other hand, in an actual railway vehicle, a plurality of passengers having different masses and heights are riding in different directions.

  In the sixth embodiment, the “average height, weight, direction facing” of the standing passenger P0 in the vehicle 61 to be controlled is used as a human body model used for control. For example, it is assumed that the vehicle 61 to be controlled is a commuter train, standing passengers P0 are concentrated near the door, and many of them are adults. It is assumed that many standing passengers P0 near the door are standing 90 degrees with the direction of the door, that is, the traveling direction.

  In such a vehicle 61, the human body model is the average height and weight of the passenger P0, and the orientation of the standing passenger P0 is defined as shown in FIG. 15, thereby effectively improving the riding comfort of the standing passenger P0. be able to.

  In addition, it is assumed that the vehicle 61 to be controlled is a reserved seat vehicle such as a green vehicle, and the timing when the passenger P0 is standing is mainly moved within the vehicle 61. In such a vehicle 61, by defining the direction of the standing passenger P0 as shown in FIG. 1, the riding comfort of the standing passenger P0 can be effectively improved.

  Note that the human body model may be determined according to the type of the vehicle 61 as described above. For example, the standing passenger in the vehicle 61 is monitored by a camera or the like, and the “average” of standing passengers actually getting on the vehicle is measured. Specific height, weight, and direction ”may be specified.

  In the controller 62 according to the sixth embodiment, as in the first embodiment, the part that calculates the formula (13) corresponds to the gravity center variation estimation means. In the sixth embodiment, the case where the present invention is applied to the first embodiment has been described as an example. However, the sixth embodiment may be applied to other embodiments.

  Next, FIG. 1 shows a seventh embodiment of the present invention. The feature of the seventh embodiment is that the control gain for reducing the rolling motion of the standing passenger and the control for reducing the rolling motion of the vehicle body according to the size of the rolling motion of the vehicle body and the number of standing passengers. It is to adjust the weight with the gain. Note that in the sixth embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

The railway vehicle 71 according to the seventh embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriages 3 _F and 3 _R , the left and right motion dampers 6 _F and 6 _R , and the acceleration sensor 7 _F , 7 _R , controller 72 and the like. However, the controller 72 adjusts the control gain for reducing the roll of the standing passenger P0 and the control gain for reducing the roll of the vehicle 2 in accordance with the roll of the vehicle body 2 and the number of standing passengers P0. Adjust the weight. This is different from the first embodiment.

For example, when passing through a tunnel in a high-speed railway vehicle, disturbance input to the vehicle body 2 increases, and the roll of the vehicle body 2 is greatly deteriorated. In such a case, it is necessary to concentrate the force that the left and right dampers 6 _F and 6 _R can have on the reduction of the rolling of the vehicle body 2 rather than the reduction of the shaking of the human body. Further, in a vehicle in which the boarding rate is low and the standing passenger P0 cannot be seen, it is not necessary to improve the riding comfort of the standing passenger P0.

  In consideration of these points, the controller 72 has a control gain for reducing the roll of the standing passenger P0 when the roll of the vehicle body 2 becomes larger than usual or when the standing passenger P0 is small. The weight of the control gain for reducing the rolling of the vehicle body 2 is increased.

  Specifically, when determining the gain with the evaluation function J expressed by the equation (16), a plurality of parameters having different weights for vibration reduction of the vehicle body 2 and the passenger P0 are prepared. Then, an optimum weight parameter is selected in accordance with the roll of the vehicle body 2 and the number of standing passengers P0.

The determination that the roll of the vehicle body 2 is larger than usual may be made by previously storing a section where the roll is large, or may be determined from information of the acceleration sensor 7 _i of the vehicle body 2. The determination of the presence or absence of the standing passenger P0 may also be estimated by a vehicle weight sensor (not shown) provided on the vehicle body 2, and the inside of the vehicle body 2 is directly monitored by a camera (not shown) or the like. You may measure. As described above, the riding comfort of the railway vehicle 71 can be effectively improved.

  Also in the controller 72 according to the seventh embodiment, as in the first embodiment, the part that calculates the equation (13) corresponds to the gravity center variation estimation means. Moreover, although the case where it applied to 1st Embodiment was mentioned as an example in 7th Embodiment, you may apply to another embodiment.

  Next, FIG. 19 shows an eighth embodiment of the present invention. The feature of the eighth embodiment resides in directly observing the roll of the human body using a visualization technique. In the eighth embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.

Railway vehicle 81 according to the eighth embodiment, substantially the same manner as the railway vehicle 1 according to the first embodiment, the vehicle body 2, carriage 3 _F, 3 _R, lateral movement damper 6 _F, 6 _R, the acceleration sensor 7 _F , 7 _R , a controller 82 and the like. The controller 8 according to the first embodiment estimates the roll of the human body with the observer 10, but the controller 82 according to the eighth embodiment detects the roll of the standing passenger P0 using a visualization technique such as a camera. Observe directly using. This is different from the first embodiment.

  In this case, for example, the roll of the human body is extracted from the image of the camera and used for control. The controller 82 has the configuration shown in the block diagram of FIG. That is, the controller 82 directly measures the roll of the human body by the standing passenger behavior acquisition means 83 including the visualization device such as a camera and the image analysis means for analyzing the behavior of the human body. At this time, the standing passenger behavior obtaining unit 83 constitutes a center-of-gravity variation estimating unit that estimates a reaction force generated by the standing passenger P 0 riding on the vehicle 81 due to the movement of the vehicle 81.

  As a result, the measurement accuracy of human roll increases, and a further improvement in riding comfort can be expected.

  The visualization technique here may be an optical camera that handles visible light, as long as it can observe the movement of passengers, such as positioning a three-dimensional object using ultrasonic waves and an optical camera that handles invisible light such as infrared rays. It may be a thing.

  In the eighth embodiment, the case where the present invention is applied to the first embodiment has been described as an example. However, the present embodiment may be applied to other embodiments.

  Next, FIG. 19 and FIG. 20 show a ninth embodiment of the present invention. The feature of the ninth embodiment is that the ZMP is directly observed. Note that in the ninth embodiment, identical symbols are assigned to components identical to those in the first embodiment described above, and descriptions thereof are omitted.

The railway vehicle 91 according to the ninth embodiment is substantially the same as the railway vehicle 1 according to the ninth embodiment. The vehicle body 2, the carriages 3 _F and 3 _R , the left and right motion dampers 6 _F and 6 _R , and the acceleration sensor 7 _F , 7 _R , a controller 92 and the like. However, the controller 92 according to the ninth embodiment directly observes the ZMP in addition to quantifying the roll of the human body as in the eighth embodiment. This is different from the eighth embodiment.

  In the railway vehicle 91 according to the ninth embodiment, a floor pressure sensor is laid on the floor surface of the vehicle body 2 in addition to the means for directly observing the person's roll described in the eighth embodiment. That is, the controller 92 directly observes ZMP by a visualization device such as a camera, an image analysis means for analyzing the behavior of the human body, and a standing passenger behavior acquisition means 93 as a gravity center variation estimation means including a floor pressure sensor. While measuring the roll of the human body.

FIG. 20 shows an image of direct observation of ZMP. When considering the pressure center of the pressure (floor reaction force) applied to the left and right soles from the directly observed sole pressure, that is, the force applied to the left and right soles is replaced with one force, a virtual force is applied. Find points that are considered to be. As a result, since the human roll (d ² x / dt ² ) and ZMPx _z are known, the position of the center of gravity (absolute position) of the human can be completely estimated using the equation (8).

  As a result, the measurement accuracy of the observation amount (control input) is improved, and further ride comfort improvement effects can be expected.

Further, in each of the above-described embodiments, the case where the left and right motion damper 6 _i and the vertical motion damper 32 _ij are semi-active dampers has been described as an example, but instead of this, active dampers (electric actuators, hydraulic actuators) Any) may be used. When the active damper is used, it is possible to more effectively suppress the vibration of the vehicle body 2 and improve the riding comfort of standing passengers.

  Next, the invention included in each of the embodiments will be described. According to the present invention, the controller includes the center-of-gravity variation estimation unit that estimates the center-of-gravity variation of the standing passenger P0 riding on the vehicle body from the movement of the vehicle, and the estimated value and the vibration detection unit are detected by the center-of-gravity variation estimation unit The control command is obtained from the value. Accordingly, it is possible to control the vibration of the vehicle body in consideration of the posture control that the standing person performs unconsciously in order to balance. For this reason, it is possible to achieve both suppression of vibration of the vehicle body and improvement of riding comfort for standing passengers.

  In the present embodiment, a bogie type vehicle has been described as an example. Therefore, since the relative motion between the vehicle body and the bogie must be taken into account, the fluctuation of the center of gravity of the standing passenger P0 riding on the vehicle body was estimated from the movement of the vehicle body. In the case of the equation, the center-of-gravity variation of the standing passenger P0 who is on board may be estimated from the movement of the carriage.

1, 21, 31, 41, 51, 61, 71, 81, 91 Railway vehicle 2 Car body 3 _F , 3 _R bogie 4 Wheel 6 _F , 6 _R Damping force variable damper (left and right dynamic damper)
7 _F , 7 _R , 33 _L , 33 _R acceleration sensor (vibration detection means)
8, 22, 34, 42, 52, 62, 72, 82, 92 Controller 9 Vehicle behavior acquisition means 10 Observer (center of gravity fluctuation estimation means)
11 Controller 32 _FL , 32 _FR , 32 _RL , 32 _RR damping force variable damper (vertical motion damper)
83,93 Standing passenger behavior acquisition means (center of gravity fluctuation estimation means)

Claims (1)

A control damper provided between the vehicle body and the carriage,
Vibration detection means provided on the vehicle body for detecting vibrations of the vehicle body;
A suspension control device comprising: a controller that issues a control command to the control damper;
The controller includes a center-of-gravity variation estimating means for estimating a center-of-gravity variation of a standing person riding on the vehicle body,
A suspension control device, wherein a control command is obtained from an estimated value obtained by the gravity center fluctuation estimating means and a detected value obtained by the vibration detecting means.

Images