JP6654462B2 - Vehicle suspension device and spring rigidity changing method - Google Patents

Description

  The present invention relates to a vehicle suspension device applicable to an AGT (Automated Guideway Transit) which is an automatic guide rail type passenger transport system, and a spring rigidity changing method in the vehicle suspension device.

  As a new transportation system, an automatic guide rail type passenger transportation system such as AGT is adopted. In this AGT, guideways serving as low side walls are installed on both sides of the traveling path, and the guideway guides a passenger vehicle traveling on rubber tire wheels.

In such a passenger vehicle, it is necessary to reduce mainly vibrations of up and down, left and right, roll, pitch, and yaw in order to improve the ride comfort of the passenger.
As a method of controlling the vertical acceleration of a vehicle body of a passenger vehicle, vibration of the vehicle is detected by an acceleration sensor, signal processing is performed, and an appropriate control force is generated by a control device to suppress the vibration of the vehicle. Have been done.

For example, the vibration control system for a railway vehicle disclosed in Patent Literature 1 allows a vehicle to reduce a damping force by comparing current traveling position information obtained by a point detection unit with track section data obtained by track information data. It is determined whether the vehicle is traveling on a specific track section to be changed. Thereafter, in the vibration control system, when it is determined that the vehicle is traveling on a specific track section, the vertical damping force between the vehicle body and the bogie is determined based on a target value previously recorded as a control command in the track control data. The vertical damping force between the vehicle body and the bogie is changed by controlling the throttle of the air spring for changing the air pressure.
In the vibration control system as described above, the damping force in the vertical direction between the vehicle body and the bogie can be optimized by switching the throttle diameter or the like of the air spring as the damping force applying means. .

JP 2010-285117 A

However, the railway vehicle vibration control system disclosed in Patent Document 1 improves the ride comfort of the vehicle by controlling the throttle of an air spring that changes the vertical damping force between the vehicle body and the bogie in a specific section of the track. For example, no consideration is given to a case where the body weight changes according to the number of passengers.
For example, in a congested vehicle with a large number of passengers, or in a quiet vehicle with a small number of passengers, simply changing the damping force in the vertical direction between the vehicle body and the bogie cannot improve the ride comfort sufficiently. Was expected.
In addition, it is conceivable to introduce a fully active control mechanism to improve the riding comfort of the vehicle.However, introduction of such a control mechanism requires a separate drive device such as pneumatic and hydraulic pressure. Further, problems such as an increase in the complexity of the device, an increase in the overall weight, an increase in energy consumption, and the like arise.

  The present invention has been made in view of the above-described circumstances, and provides a simple mechanism utilizing a part of the existing configuration to improve the ride comfort of a vehicle even when the vehicle weight changes according to the number of passengers. An object of the present invention is to provide a vehicle suspension device and a spring rigidity changing method in the vehicle suspension device that can be easily improved.

In order to solve the above problems, the present invention proposes the following means.
The present invention provides an air spring provided between a truck and a vehicle body of a vehicle, a main air tank having an air source for supplying compressed air to the air spring, an auxiliary air tank connected to the air spring, An air flow control valve for opening and closing an air flow passage communicating with the auxiliary air tank to change the spring stiffness of the air spring; a vehicle body weight detecting means for detecting a weight of the vehicle body; a traveling position of the vehicle; A database storing a plurality of settings of a reference traveling pattern defining a target spring stiffness with respect to a weight, and an operation of the air amount adjusting valve in which an operation pattern of the air amount adjusting valve for obtaining the target spring stiffness is determined for each body weight A storage unit for storing pattern information, a weight of the vehicle body detected by the vehicle body weight detecting means when the vehicle stops at a station and passengers get on and off, and Selecting one of the reference traveling patterns based on the traveling route to the car station, determining a target spring stiffness for each of the predetermined traveling positions on the traveling route based on the selected reference traveling pattern, A control unit that controls the air amount adjustment valve based on target spring stiffness and operation pattern information of the air amount adjustment valve.

In the above invention, the auxiliary air tank communicated with the air spring, the air amount adjusting valve that opens and closes the air flow passage communicated with the auxiliary air tank to change the spring rigidity of the air spring, and detects the weight of the vehicle body A vehicle weight detecting means is provided, and based on a control instruction from the control unit, the air amount adjusting valve is controlled based on the traveling position of the vehicle and the vehicle weight detected by the vehicle weight detecting means.
For example, in the relationship between the running position of the vehicle where the vertical acceleration of the vehicle increases and the weight speed of the vehicle, by controlling the air amount adjusting valve to reduce the spring stiffness of the air spring, at the stop station Even when the weight of the vehicle body changes according to the number of passengers, it is possible to improve the ride comfort of the vehicle by suppressing an increase in the vertical acceleration of the vehicle body.
According to the present invention, an existing air tank provided with an auxiliary air tank connected to the air spring and an air amount adjusting valve for opening and closing the air flow path connected to the auxiliary air tank to change the spring rigidity of the air spring is provided. With a simple mechanism using a part of the configuration, the riding comfort of the vehicle can be improved, and the overall system and configuration can be prevented from becoming complicated.

  Further, according to the present invention, a plurality of the auxiliary air tanks are provided so as to be in series or parallel with the main air tank, and the air amount adjusting valve is provided with each of the air passages communicating with these auxiliary air tanks. Are provided in the middle of each.

  In the above invention, a plurality of auxiliary air tanks are installed so as to be in series or parallel to the main air tank, and the air amount adjustment valves are provided in the respective air flow paths leading to these auxiliary air tanks. By selectively operating the air amount adjusting valve, a plurality of patterns of air capacity can be obtained in the air tank, and the spring rigidity of the air spring can be variously set.

  According to the present invention, a plurality of the auxiliary air tanks are provided so as to have different capacities and are arranged in parallel with the main air tank, and the air amount adjustment valve communicates with these auxiliary air tanks. It is characterized by being provided in the middle of each air flow path.

In the above invention, a plurality of auxiliary air tanks having different capacities are installed in parallel with the main air tank, and the air amount adjusting valves are provided in the respective air flow paths leading to these auxiliary air tanks. By selectively operating the air amount adjusting valve, a plurality of patterns of air capacity can be obtained in the air tank, and the spring rigidity of the air spring can be variously set.
Further, compared to the case where a plurality of auxiliary air tanks are installed in series with the main air tank, more patterns of air capacity can be obtained.

  Further, according to the present invention, the control unit includes a reference travel in which a target spring stiffness is determined based on a travel position of the vehicle, a vehicle vertical acceleration corresponding to the travel position of the vehicle, and a vehicle weight of the vehicle. A plurality of patterns are stored in advance, and the control unit sets a target spring rigidity determined by the reference traveling pattern selected based on the vehicle body weight detected by the vehicle body weight detecting means and the reference traveling pattern. The capacity of the entire air tank is adjusted by opening and closing the air amount adjusting valve at a corresponding travel position of the vehicle based on the vehicle.

In the above invention, the control unit stores a plurality of reference traveling patterns that define a target spring stiffness based on the traveling position of the vehicle, the vertical acceleration of the vehicle corresponding to the traveling position of the vehicle, the weight of the vehicle, and the like. Above, the control unit selects a matching reference traveling pattern from the plurality of reference traveling patterns based on the vehicle body weight detected by the vehicle body weight detecting means, and becomes a target determined by the reference traveling pattern. Based on the spring stiffness, the volume of the entire air tank is adjusted by opening and closing the air amount adjusting valve at the corresponding traveling position of the vehicle.
By performing such control, even when the vehicle weight changes according to the number of passengers, it is possible to adjust the capacity of the entire air tank at the corresponding traveling position of the vehicle, thereby enabling the vertical movement of the vehicle body It is possible to improve the ride comfort of the vehicle by suppressing an increase in acceleration.
Further, in the present invention, since the control for changing the air capacity of the air spring is performed in accordance with a predetermined reference traveling pattern, the calculation load is small, and the calculation device can be simplified. And an effect that can prevent the configuration from becoming complicated.

  Further, according to the present invention, the reference traveling pattern is characterized in that when the vertical acceleration of the vehicle body increases, the air amount adjusting valve is controlled so as to reduce the rigidity of the air spring.

  In the above invention, a plurality of reference traveling patterns set in the control unit are used to reduce the rigidity of the air spring when the vertical acceleration of the vehicle body increases, thereby controlling the air amount adjustment valve to reduce the number of passengers. Even when the weight of the vehicle body changes accordingly, it is possible to suppress an increase in the vertical acceleration of the vehicle body and effectively improve the riding comfort of the vehicle.

  Further, according to the present invention, a damping force adjusting valve for adjusting the flow path resistance of the air flow path is provided in the middle of the air flow path communicating with the air spring, and the control unit is configured to perform a predetermined operation. An operation control of the damping force adjusting valve is performed based on a damping target value of a reference traveling pattern.

  In the above invention, a damping force adjusting valve for adjusting the flow path resistance of the air flow path is provided in the middle of the air flow path leading to the air spring, and the control unit sets the damping force adjustment valve to a predetermined damping target value of the reference traveling pattern. Since the operation control of the damping force adjusting valve is performed based on the control, the effect of improving the ride comfort of the vehicle can be further enhanced by using the control in combination with the control of adjusting the spring stiffness of the air spring by increasing or decreasing the air capacity. Can be.

  Further, according to the present invention, in the vehicle, after controlling the air amount adjusting valve according to the selected reference traveling pattern, traveling data such as vertical acceleration of the vehicle corresponding to the traveling position of the vehicle is sequentially recorded. A data storage unit is provided, and the control unit performs a review process of rewriting the reference travel pattern when the vehicle body vertical acceleration of the travel data recorded by the travel data storage unit exceeds a predetermined reference acceleration. Is performed.

In the above invention, after controlling the air amount adjusting valve in accordance with the selected reference traveling pattern, traveling data such as the vertical acceleration of the vehicle corresponding to the traveling position of the vehicle is sequentially recorded in the traveling data storage unit provided in the vehicle. did. Then, in the control unit, when the vehicle body vertical acceleration of the travel data recorded in the travel data storage unit exceeds a predetermined reference acceleration, a review process of rewriting the reference travel pattern is performed, so that the vehicle or It is possible to suppress an increase in the vertical acceleration of the vehicle body due to aging of the track.
Further, by such a review process, it is not necessary to re-create a reference traveling pattern from scratch, and the overall management cost can be reduced.

Further, according to the spring rigidity changing method in the vehicle suspension device of the present invention, the air spring located between the bogie of the vehicle and the vehicle body is provided with the auxiliary air tank together with the main air tank having the air source for supplying the compressed air. step and a step of opening and closing the air flow path to the air flow path is provided an air amount adjusting valve for changing the spring rigidity of the air spring to be communicated with the auxiliary air tank, a passenger the vehicle parked at a station Detecting the weight of the vehicle body when the getting on and off of the vehicle is completed ; the vehicle body weight detected in the step of detecting the weight of the vehicle body; and a traveling route from the station to the next stop station, based on the vehicle. Of the plurality of reference traveling patterns that determine the target spring stiffness with respect to the vehicle weight, based on the selected reference traveling pattern, A step of determining a target spring stiffness for each of the constant traveling positions; an operation pattern of an air amount adjusting valve for obtaining the target spring stiffness for each of the vehicle weight, the target spring stiffness, and the vehicle weight; Controlling the air amount adjusting valve based on the operation pattern information of the air amount adjusting valve.

In the above invention, the number of passengers is controlled by controlling the air amount adjustment valve to reduce the spring stiffness of the air spring in the relationship between the running position of the vehicle where the vehicle body vertical acceleration increases and the weight speed of the vehicle body. Therefore, even when the weight of the vehicle body changes in accordance with the above, it is possible to suppress an increase in the vertical acceleration of the vehicle body and improve the riding comfort of the vehicle.
According to the present invention, an existing air tank provided with an auxiliary air tank connected to the air spring and an air amount adjusting valve for opening and closing the air flow path connected to the auxiliary air tank to change the spring rigidity of the air spring is provided. With a simple mechanism using a part of the configuration, the riding comfort of the vehicle can be improved, and the overall system and configuration can be prevented from becoming complicated.

According to the present invention, it is possible to control the air amount adjusting valve to reduce the spring stiffness of the air spring in a relationship between the traveling position of the vehicle where the vertical acceleration of the vehicle increases and the weight speed of the vehicle. Even when the weight of the vehicle body changes at the station according to the number of passengers, it is possible to suppress an increase in the vertical acceleration of the vehicle body and improve the riding comfort of the vehicle.
According to the present invention, an existing air tank provided with an auxiliary air tank connected to the air spring and an air amount adjusting valve for opening and closing the air flow path connected to the auxiliary air tank to change the spring rigidity of the air spring is provided. With a simple mechanism using a part of the configuration, the riding comfort of the vehicle can be improved, and the overall system and configuration can be prevented from becoming complicated.

1 is a diagram of a vehicle applied to the present invention. 1 is a schematic configuration of a vehicle suspension device according to a first embodiment of the present invention. 5 is a flowchart illustrating control contents according to the first embodiment of the present invention. 5 is a graph illustrating a change in response due to a change in spring stiffness when control according to the first embodiment of the present invention is performed. It is an example of arrangement of an auxiliary air tank which shows a modification of a 1st embodiment of the present invention. 5 is a schematic configuration of a vehicle suspension device according to a second embodiment of the present invention. It is a flow chart which shows the contents of control concerning a 2nd embodiment of the present invention. 9 is a graph illustrating a change in response due to a change in a damping coefficient when control according to a second embodiment of the present invention is performed. It is an example of arrangement of an auxiliary air tank which shows a modification of a 2nd embodiment of the present invention. 9 is a schematic configuration of a vehicle suspension device according to a third embodiment of the present invention. It is a flow chart which shows control contents concerning a 3rd embodiment of the present invention.

(1st Embodiment)
A first embodiment of the present invention will be described with reference to FIGS.
FIG. 1 shows a vehicle 1 of an automatic guided railway transit (AGT: Automated Guideway Transit) to which the present invention is applied. The vehicle 1 runs along a guideway (not shown) serving as a side wall. In this vehicle 1, a vehicle suspension device 100 is provided on a vehicle body 2 that accommodates passengers.

  Hereinafter, the vehicle suspension device 100 will be described in detail with reference to FIGS. 1 and 2. A bogie 4 having a rubber tire 3 is provided below the vehicle body 2 for accommodating a passenger, and an air spring 5 for providing a predetermined spring constant is provided between the bogie 4 and the vehicle body 2. I have.

The air spring 5 is connected to a main air tank 6 having an air source 6A composed of a compressor for supplying compressed air.
The air spring 5 supports the vehicle body 2 with a predetermined spring constant, and adjusts the amount of air sent from the main air tank 6 according to the vehicle body weight via a leveling valve (not shown), so that the vehicle arrives at the station. At times, the height of the floor surface in the vehicle body 2 is maintained constant so that no step is formed between the platform and the platform. Note that the leveling valve is a mechanism that adjusts the amount of air sent to the air spring according to the weight of the vehicle body and maintains the height of the floor surface constant.

The main air tank 6 is connected to the air spring 5 through an air flow path 7 as shown in FIG. Are provided with auxiliary air tanks 11 to 13 in series.
In addition, air flow control valves 14 to 16 that open and close the air flow passages 8 to 10 communicating with the auxiliary air tanks 11 to 13 and change the spring stiffness of the air springs 5 are provided in these air flow passages 8 to 10. Each is installed.
By sequentially opening and closing these air amount adjusting valves 14 to 16, the volume of the air spring in the air spring 5 can be increased to change its spring stiffness.

  Here, the spring stiffness of the air spring 5 is proportional to the air spring action area and the air spring pressure, but is inversely proportional to the air spring volume. Moreover, it is not necessary to keep the height of the floor constant during traveling. Therefore, if the vibration frequency of the vehicle body 2 caused by the irregular road surface coincides with the natural frequency of the vehicle body 2, its value is changed, and if the natural frequency of the vehicle body 2 can be shifted, the vibration can be avoided while avoiding resonance. It can reduce and improve the riding comfort.

In changing the spring stiffness of the air spring 5, it is conceivable to increase the spring stiffness and reduce the spring stiffness from the current situation. However, when the spring stiffness is increased, the natural frequency of the vehicle body 2 affects the ride comfort. It is considered that the ride comfort deteriorates because the frequency shifts to the easy-to-given frequency. For this reason, in this example, the volume of the air spring 5 is increased and the rigidity of the air spring 5 is decreased by sequentially opening and closing the air amount adjusting valves 14 to 16 depending on the traveling conditions.
Note that such opening / closing control of the air amount adjusting valves 14 to 16 is performed based on a control signal from the control unit 20 when traveling between stations where it is not necessary to keep the height of the floor surface of the vehicle body 2 constant. .

Next, a specific configuration and control contents of the control unit 20 will be described.
As shown in the block diagram of FIG. 2, on the input side of the control unit 20, position data (a) indicating the vehicle position detected by the position detecting means S1, a vehicle vertical acceleration sensor installed on the vehicle body 2 of the vehicle 1 The vehicle vertical acceleration data (b) detected in S2 and the vehicle weight data (c) detected by the vehicle weight detecting means S3 are input.

  The running pattern database 20A of the control unit 20 includes the running position of the vehicle 1, the vertical acceleration of the vehicle corresponding to the running position of the vehicle 1, and the spring stiffness of the vehicle 1 with respect to the body weight of the vehicle 1. A large number of reference traveling patterns that define a determined target spring stiffness (target spring stiffness) are recorded. For example, if it is determined that the target spring stiffness is set from among three levels of stiffness (“stiffness 1” to “stiffness 3”), and the vehicle vertical acceleration is equal to or less than a predetermined threshold “acceleration 1” The "rigidity 3" having the highest rigidity is set for a certain traveling position and the vehicle weight, and the vehicle weight is lighter even at the same traveling position, and the vertical acceleration of the vehicle is larger than "acceleration 1" and less than "acceleration 2". If so, “rigidity 2” having the next highest rigidity is set, and so on, in the reference traveling pattern, the vertical acceleration of the vehicle, the weight of the vehicle, and the target spring rigidity for each traveling position are set.

  These reference traveling patterns are obtained by actual measurements using the vehicle 1 and calculations based on the actual measurements. The storage unit (not shown) stores a target spring for each vehicle body weight based on a result of a preliminary investigation on a correlation between the vehicle body vertical acceleration and the vehicle body weight at a predetermined traveling position. Information on “operation patterns of the air amount adjusting valves 14 to 16” for obtaining rigidity is recorded. For example, with respect to the travel position and the vehicle body weight at which the target spring rigidity “rigidity 3” is set, an operation pattern such as “the air amount adjusting valves 14 to 16 are fully closed” is assigned and recorded.

  The route on which the vehicle 1 travels does not change every time, and the traveling speed of the vehicle 1 traveling on the same position in the route does not change. The vertical acceleration of the vehicle body is considered to be related to the state of the road surface at the traveling position, such as unevenness, and the weight of the vehicle body when passing through each traveling position. That is, the reference traveling pattern is uniquely determined by the traveling position of the vehicle 1 and the body weight. Then, the control unit 20 determines whether any of these reference traveling patterns is based on the vehicle weight data (C) detected from the vehicle weight detecting means S3 when the station is stopped, and the route that travels from the station to the next stopped station. To determine the "operating pattern of the air amount adjusting valves 14 to 16" for obtaining the optimal target spring stiffness value, and based on the operating pattern, the spring volume of the air spring 5 is set to the optimal value. The air amount adjusting valves 14 to 16 can be opened and closed sequentially to make it possible.

  Specifically, when it is estimated that the number of passengers is small and the vehicle body weight decreases and the vehicle body vertical acceleration increases, for example, control to reduce the spring rigidity of the vehicle body 2 by opening all the air amount adjusting valves 14 to 16 is performed. The "operation pattern of the air amount adjusting valves 14 to 16" to be performed is set. When it is estimated that the number of passengers is large and the vehicle body weight increases and the vehicle body vertical acceleration decreases, the air amount adjusting valves 14 to 16 are selectively opened (for example, when the air amount adjusting valve 14 is opened and the air amount The adjustment valves 15 and 16 are closed, or the air amount adjustment valves 14 and 15 are open and the air amount adjustment valve 16 is closed, or the air amount adjustment valves 14 to 16 are fully closed) to further increase the spring rigidity of the vehicle body 2. The “operation pattern of the air amount adjusting valves 14 to 16” for performing the control is set.

Next, with reference to FIGS. 3 (A) and 3 (B), a flowchart showing the control contents for changing the air volume of the air spring 5 during running of the vehicle will be described in the order of steps.
In these flowcharts, those shown in FIG. 3A are steps 1-2 prepared in advance before the vehicle 1 travels, and those shown in FIG. 3B are steps applied when the vehicle 1 travels. 3 to 7. As a premise, it is assumed that the traveling pattern database 20A stores information on the traveling position, the vertical acceleration of the vehicle corresponding to the traveling position, and the actually measured value of the vehicle weight of the vehicle 1.

<< Step 1 >>
First, the control unit 20 acquires a target spring stiffness for a combination of the travel position, the vertical acceleration of the vehicle corresponding to the travel position, and the weight of the vehicle 1 stored in the travel pattern database 20A. For example, information in which a target spring stiffness is determined in advance for each range of the magnitude of the vehicle vertical acceleration is recorded in a storage unit (not shown), and the control unit 20 reads the target spring stiffness based on this information from the storage unit. May be obtained. Alternatively, the control unit 20 may receive an input of a target spring stiffness for a combination of a certain traveling position, a vertical acceleration of the vehicle body, and a weight of the vehicle body from an administrator or a driver, and may acquire the target spring stiffness. Proceed to the next step 2.

<< Step 2 >>
The control unit 20 records the acquired target spring stiffness in association with the combination of the travel position, the vehicle body vertical acceleration, and the vehicle weight recorded in the travel pattern database 20A with the target spring stiffness acquired in step 1. Thereby, the setting of the reference traveling pattern is completed. The reference travel pattern is set only when the vehicle vertical acceleration is equal to or greater than a predetermined threshold. For other travel sections, vehicle vertical acceleration, and vehicle weight combinations, a predetermined target spring rigidity (initial Value).

  Next, steps 3 to 7 applied when the vehicle 1 travels will be described with reference to FIG. The following steps are applied during normal traveling until the vehicle 1 stopped at the station arrives at the next station.

<< Step 3 >>
When the passengers get on and off at the station where the vehicle 1 is stopped, the control unit 20 fetches the vehicle weight data (C) from the vehicle weight detecting means S3 provided between the vehicle body 2 and the bogie 4. . When the vehicle is stopped at the station, all of the air amount adjusting valves 14 to 16 are closed.

<< Step 4 >>
While the vehicle 1 is traveling, the control unit 20 fetches position data (a) indicating the vehicle position detected by the position detection means S1 as needed. The control unit 20 selects a reference traveling pattern that satisfies the condition from the reference traveling pattern group set in step 2 based on the position data (a) and the vehicle weight data (c) obtained in step 3.

<< Step 5 >>
When the vehicle 1 departs from the station and shifts to the normal traveling, the control unit 20 determines whether the reference traveling pattern selected in step 4 is equal to the “operation pattern of the air amount adjusting valves 14 to 16” recorded in the storage unit. Based on the information, the air amount adjusting valves 14 to 16 are opened and closed so that the vehicle body 2 of the vehicle 1 has the target spring stiffness at the specific traveling position.
Here, the operation pattern may be set with the following operation. For example, when it is expected that the number of passengers is small and the vehicle body weight decreases and the vehicle body vertical acceleration increases, based on the selected reference traveling pattern, all of the air amount adjusting valves 14 to 16 are opened to reduce the spring rigidity of the vehicle body 2. If the number of passengers is large and the vehicle weight is expected to increase and the vehicle vertical acceleration is expected to decrease, the air amount adjusting valves 14 to 16 are not opened or selectively opened based on the selected reference traveling pattern. Perform an opening operation to adjust the spring rigidity of the vehicle body 2. Thus, the riding comfort of the vehicle 1 is kept constant.

  By performing such control to reduce the spring stiffness of the air spring 5 of the vehicle body 2, for example, as shown by reference numerals a1 and b1 in FIG. As a result, detuning can be performed from a frequency band having a large amplitude where resonance may occur, and the peak value of the response can be reduced. As a result, in a section where resonance occurs in the vehicle body 2 due to irregularities of the track road surface and vertical acceleration is increased, vertical vibration can be suppressed, and riding comfort is improved.

<< Step 6 >>
It is determined whether or not the vehicle 1 has approached the next stop station, and the process proceeds to the next step 7 if YES.

<< Step 7 >>
After all the air amount adjusting valves 14 to 16 are closed and the floor surface of the vehicle body 2 is returned to the original height, the processing for adjusting the spring rigidity by changing the volume of the air spring 5 is ended.

As described above in detail, in the vehicle suspension device 100 shown in the present embodiment, the auxiliary air tanks 11 to 13 communicating with the air spring 5 and the air passages 8 to communicating with the auxiliary air tanks 11 to 13 are formed. 10 is provided with air amount adjusting valves 14 to 16 for changing the spring stiffness of the air spring 5 by opening and closing 10 and a vehicle body weight detecting means S3 for detecting the weight of the vehicle body 2. The air amount adjusting valves 14 to 16 are controlled based on the traveling position of No. 1 and the vehicle weight detected by the vehicle weight detecting means S3.
Thereby, in relation to the running position of the vehicle 1 where the vertical acceleration of the vehicle body increases and the weight of the vehicle body 2, the air amount adjusting valves 14 to 16 are controlled to increase the volume of the air spring 5 and reduce the spring rigidity. Control. Even when the weight of the vehicle body changes in accordance with the number of passengers at the stop station, it is possible to suppress an increase in the vertical acceleration of the vehicle body 2 and improve the riding comfort of the vehicle 1.

  Specifically, by increasing the tank volume of the air spring 5, the natural frequency of the vehicle body 2 decreases, and detuning can be performed in a frequency band where the amplitude is small and the ride comfort is not degraded from a frequency band having a large amplitude. The peak value of the amplitude in the response can be reduced. Accordingly, in a section where resonance occurs in the vehicle body 2 due to irregular road surface and the vertical acceleration is increased, the vertical vibration can be suppressed, and the riding comfort can be improved.

Further, in the vehicle suspension device 100, a target spring stiffness is determined in the control unit 20 based on the traveling position of the vehicle 1, the vertical acceleration of the vehicle corresponding to the traveling position of the vehicle 1, and the vehicle weight of the vehicle 1. After storing a plurality of reference traveling patterns, the control unit 20 selects a matching reference traveling pattern from the plurality of reference traveling patterns based on the vehicle body weight detected by the vehicle body weight detecting means S3. Based on the target spring stiffness determined by the reference running pattern, the air volume adjusting valves 14 to 16 are opened and closed at the corresponding running positions of the vehicle 1 to adjust the capacity of the entire air tank.
By performing such control, even when the vehicle weight changes according to the number of passengers, it is possible to adjust the capacity of the entire air tank at the corresponding traveling position of the vehicle 1, whereby the vehicle 2 , The ride comfort of the vehicle 1 can be improved.

  In the vehicle suspension device 100, control is performed according to a predetermined reference traveling pattern, so that the calculation load is small and the calculation device can be simplified. Further, since the reference traveling pattern to the next station is determined at the time of departure from the station, safety can be ensured even if there is a problem with a sensor related to this function during traveling. Further, since the vehicle suspension device 100 can be driven only in a necessary section, operation can be performed at low cost.

  Further, in the vehicle suspension device 100, the auxiliary air tanks 11 to 13 communicating with the air springs 5 and the air passages 8 to 10 communicating with the auxiliary air tanks 11 to 13 are opened and closed to open and close the springs of the air spring 5. The riding comfort of the vehicle 1 can be improved by a simple mechanism using a part of the existing configuration, in which the air amount adjusting valves 14 to 16 for changing the rigidity are provided, and the entire system and configuration are complicated. Has the effect of being able to prevent

In the above embodiment, the plurality of auxiliary air tanks 11 to 13 are installed in series with the main air tank 6. However, the present invention is not limited to this. As shown in FIG. 5, a plurality of auxiliary air tanks 21 to 22 (two auxiliary air tanks in this example) having different capacities are arranged in parallel with the main air tank 6. In addition, air flow control valves 25 to 26 may be provided in the air passages 23 to 24 communicating with the auxiliary air tanks 21 to 22, respectively.
In the vehicle suspension device 100 shown in FIG. 5, a plurality of auxiliary air tanks 21 to 22 having different capacities are installed in parallel with the main air tank 6. By selectively operating the adjustment valves 25 to 26, a plurality of patterns of air capacity can be obtained, and the spring stiffness of the air spring 5 can be variously set. For example, in the example of FIG. 5, the air amount adjustment valve 26 is opened and the air amount adjustment valve 25 is closed, the air amount adjustment valve 25 is opened and the air amount adjustment valve 26 is closed, Then, the air capacity can be increased in the order of opening both the air amount adjustment valve 26 and the air amount adjustment valve 26. That is, in this example in which auxiliary air tanks 21 to 22 having different capacities are connected in parallel, more auxiliary air tanks 11 to 13 are installed than in a case where a plurality of auxiliary air tanks 11 to 13 are installed in series with the main air tank 6. And the volume of the air spring 5 can be set finely. Note that, even when a plurality of auxiliary air tanks are connected in parallel, the capacity of each auxiliary air tank may be the same.

(2nd Embodiment)
A second embodiment of the present invention will be described with reference to FIGS.
The vehicle suspension device 101 shown in FIG. 6 differs from the vehicle suspension device 100 of the first embodiment in the configuration of the air suspension 5.
That is, in the vehicle suspension device 101 shown in the second embodiment, the damping force adjusting valve 30 for adjusting the flow path resistance is provided in the middle of the air flow path 7 located before the air spring 5.
As shown in FIG. 6, the damping force adjusting valve 30 has a variable orifice 30A whose throttle diameter can be changed in a plurality of steps (for example, three steps). By switching the variable orifice 30A, the air flow is controlled. A plurality of damping forces can be set on the road 7. Specifically, in this damping force adjusting valve 30, the damping force increases as the diameter of the orifice decreases, and the damping force decreases as the diameter of the orifice increases. Further, the damping force adjusting valve 30 can select a control that does not generate a damping force by not passing through the variable orifice 30A. By generating the damping force, the amplitude of the vibration of the vehicle body 2 can be reduced.

In the vehicle 1 shown in the first embodiment, since the damping effect of the air spring 5 cannot be obtained, the damping performance between the bogie 4 and the vehicle body 2 has been realized by the oil damper.
However, as shown in the vehicle suspension device 101 of the second embodiment, the damping can be obtained even with the air spring 5 by newly providing the variable orifice 30A in the air flow path 7 communicating with the air spring 5.
If the variable orifice 30A capable of changing such a diameter is introduced, it is possible to omit the oil damper or to reduce the size of the device and to change the damping characteristic.

The damping control by the damping force adjusting valve 30 is performed in addition to the control of the spring stiffness using the auxiliary air tanks 11 to 13 and the air amount adjusting valves 14 to 16, and is not performed independently. .
However, when there is no fear that resonance occurs in the vehicle 1, only the damping control by the damping force adjusting valve 30 may be performed.

Further, the damping control by the damping force adjusting valve 30 is performed based on a damping target value in the reference traveling pattern which is predetermined by the control unit 20.
In addition, the storage unit (not shown) stores the “operation pattern of the damping force adjustment valve 30 according to the vehicle weight” so that the target damping value can be obtained particularly in a section where the vehicle body acceleration is large. It is recorded in. Specifically, when the damping target value here is determined using the Karnop control disclosed in JP-A-2011-84194 and JP-A-7-172129, for example, the first embodiment is used. The data (d) detected by the vehicle body vertical speed sensor S4 shown in FIG. 6 together with the data (a) to (c) showing the vehicle position, the vehicle body acceleration, and the vehicle body weight obtained by the advance vehicle traveling shown in FIG. It can be obtained based on the data (e) detected by the bogie vertical speed sensor S5. Note that, like the control of the spring stiffness shown in the first embodiment, such damping force control is performed when traveling between stations where it is not necessary to keep the height of the floor of the vehicle body 2 constant. In addition, the traveling pattern database 20A of the present embodiment includes information on the traveling position, the vehicle vertical acceleration corresponding to the traveling position, the vehicle weight of the vehicle 1, the vehicle vertical speed, the bogie vertical speed, and the damping target value.

Next, with reference to FIGS. 7A and 7B, a flowchart showing the control content for changing the damping characteristic of the air spring 5 during traveling of the vehicle will be described in the order of steps.
Among the flowcharts showing these control contents, those shown in FIG. 7A are steps 11 to 12 which are prepared in advance before the vehicle 1 travels, and those shown in FIG. Steps 13 to 17 to be applied. As a premise, it is assumed that the traveling pattern database 20A stores information on the traveling position, the vehicle vertical acceleration corresponding to the traveling position, and the measured values of the vehicle weight, the vehicle vertical speed, and the bogie vertical speed of the vehicle 1.

<< Step 11 >>
First, the control unit 20 acquires damping target values for a combination of the running position, the vehicle body vertical acceleration corresponding to the running position, the vehicle body weight, the vehicle body vertical speed, and the bogie vertical speed stored in the running pattern database 20A. . For example, in a storage unit (not shown), information in which an attenuation target value is set in advance for each combination of the vehicle vertical acceleration, the vehicle weight, the vehicle vertical speed, and the bogie vertical speed is recorded, and the control unit 20 reads from the storage unit The target attenuation value based on this information may be read and acquired. Alternatively, the control unit 20 receives an input of a target attenuation value for a combination of a certain travel position, a vehicle vertical acceleration, a vehicle weight, a vehicle vertical speed, and a bogie vertical speed from an administrator or a driver, and obtains the target attenuation value. You may. Proceed to the next step 12.

<< Step 12 >>
For the acquired attenuation target value, the control unit 20 determines the attenuation target acquired in step 11 with respect to the combination of the travel position, the vehicle vertical acceleration, the vehicle weight, the vehicle vertical speed, and the bogie vertical speed recorded in the travel pattern database 20A. Record the value in association with it. Thereby, the setting of the reference traveling pattern is completed. The setting of the reference traveling pattern is performed only when the vehicle vertical acceleration is equal to or greater than a predetermined threshold. For other traveling sections, the vehicle vertical acceleration, the vehicle weight, the vehicle vertical speed, and the bogie vertical speed, the combination is uniform. May be set to a predetermined attenuation target value (initial value). Note that the reference traveling pattern includes information on the target spring stiffness in association with the traveling position, the vehicle body vertical acceleration, and the vehicle body weight, as in the first embodiment.
Note that, similarly to the first embodiment, the reference traveling pattern is uniquely determined by the traveling position and the body weight.

  Next, steps 13 to 17 applied when the vehicle 1 travels will be described with reference to FIG. The following steps are applied during normal traveling until the vehicle 1 stopped at the station arrives at the next station.

<< Step 13 >>
When passengers get on and off at the station where the vehicle 1 is stopped, the vehicle weight data (C) is fetched from vehicle weight detection means S3 provided between the vehicle body 2 and the bogie 4. When the vehicle is stopped at the station, the aforementioned damping force adjustment valve 30 is not operated.

<< Step 14 >>
While the vehicle 1 is traveling, the control unit 20 fetches position data (a) indicating the vehicle position detected by the position detection means S1 as needed. The control unit 20 selects a reference traveling pattern that satisfies the condition from the reference traveling pattern group set in step 12 with the position data (a) and the vehicle body weight data (c) obtained in step 13 as conditions.

<< Step 15 >>
When the vehicle 1 departs from the station and shifts to the normal traveling, the reference traveling pattern selected in step 14 and the above-described “operation pattern of the damping force adjusting valve 30 according to the vehicle weight” recorded in the storage unit. Based on the above, the variable orifice 30A of the damping force adjusting valve 30 is operated such that the vehicle body 2 of the vehicle 1 has the target damping target value at the specific traveling position.
Here, the operation pattern may be set with the following operation. For example, when it is estimated that the number of passengers is small and the vehicle body weight decreases and the vehicle body vertical acceleration increases, a small-diameter variable orifice 30A is selected in the damping force adjusting valve 30 based on the selected reference traveling pattern. When it is estimated that the vehicle body weight increases and the vehicle body vertical acceleration decreases, the damping force adjustment valve 30 is not actuated or the large-diameter variable orifice 30A is used in the damping force adjustment valve 30 based on the selected reference traveling pattern. Is selected, and the damping force of the vehicle body 2 is adjusted. Thus, the riding comfort of the vehicle 1 is kept constant.

  Alternatively, in order to select the optimum diameter of the damping force adjusting valve 30 using the Carnop control when the vehicle body vertical acceleration is estimated to be large, the operation pattern is set to have the following operation. It may be. That is, based on the vehicle body vertical speed and the bogie vertical speed included in the reference traveling pattern, for example, when the vehicle body is in an upward speed and a tension is applied between the vehicle body and the bogie (the vehicle body 2 is at the upward speed) , The carriage 4 moves downward, etc.), and the control unit 20 performs an operation of squeezing the variable orifice 30A. That is, in this case, the control unit 20 selects the small-diameter variable orifice 30A. Further, for example, when a compressive force is applied between the vehicle body and the bogie at an upward speed of the vehicle body, the control unit 20 sets the damping force small. That is, in this case, the control unit 20 selects, for example, the large-diameter variable orifice 30A.

  Further, when the tension is applied between the vehicle body and the bogie at a downward speed of the vehicle body, the control unit 20 sets the damping force to a small value based on the Carnop control, and selects, for example, the large-diameter variable orifice 30A. I do. When a compressive force is applied between the vehicle body and the bogie at a downward speed of the vehicle body, the control unit 20 sets a large damping force based on the Carnop control, and selects, for example, a small-diameter variable orifice 30A. I do.

  Then, by performing the damping control by the damping force adjusting valve 30 as described above, for example, as shown by a symbol b2 in FIG. 8, the frequency response of the vehicle body 2 can be reduced, and the peak value of the amplitude in the response can be reduced. Can be.

<< Step 16 >>
It is determined whether or not the vehicle 1 has approached the next stop, and if YES, the process proceeds to the next step 17.

<< Step 17 >>
The operation of the damping force adjusting valve 30 is released (set so that the compressed air does not pass through the variable orifice 30A), and the above processing is terminated.

As described in detail above, in the vehicle suspension device 101 shown in the second embodiment, the damping force adjusting valve 30 for adjusting the flow path resistance is provided in the air flow path 7 communicating with the air spring 5, and the control unit 20 Since the operation control of the damping force adjusting valve 30 is performed based on the damping target value of the predetermined reference traveling pattern, the control of adjusting the spring stiffness of the air spring 5 by increasing or decreasing the air capacity is performed. By using them together, the effect of improving the riding comfort of the vehicle 1 can be further enhanced.
Further, in the vehicle suspension device 101 of the present embodiment, since the damping can be obtained by the throttle using the variable orifice 30A of the damping force adjusting valve 30, the oil damper corresponding to the vertical vibration between the vehicle body 2 and the bogie 4 is omitted or The scale can be reduced.

Further, in the vehicle suspension device 101 of the present embodiment, the damping characteristic can be controlled by employing the variable orifice 30A in the damping force adjusting valve 30, and in particular, the damping force can be controlled at a frequency near the natural frequency of the vehicle body 2. By increasing the damping coefficient in a section where the vibration force is large, vertical vibration due to resonance of the vehicle body 2 can be suppressed, and riding comfort is improved.
Further, in the vehicle suspension device 101 of the present embodiment, control is performed according to the damping target value of the reference traveling pattern determined in advance, so that the calculation load is small and the calculation device can be simplified. In addition, since the reference traveling pattern to the next station is determined at the time of departure from the station, even if there is a problem with the sensor related to this device during traveling, the effect of suppressing the swing by varying the damping effect and the spring rigidity is reduced. Obtainable. In addition, the device only needs to be driven in a necessary section, and operation can be performed at low cost.

  Note that also in the vehicle suspension device 101 of the second embodiment, a plurality of auxiliary air tanks 11 to 13 are installed so as to be in series with the main air tank 6. However, the present invention is not limited to this. As shown in FIG. 9, a plurality of auxiliary air tanks 21 to 22 (two auxiliary air tanks in this example) having different capacities are arranged in parallel with the main air tank 6. Alternatively, the air flow rate adjusting valves 25 to 26 may be provided in the respective air passages 23 to 24 communicating with the auxiliary air tanks 21 to 22 respectively.

(Third embodiment)
A third embodiment of the present invention will be described with reference to FIGS.
The vehicle suspension device 102 according to the third embodiment is different from the vehicle suspension devices 100 and 101 according to the first and second embodiments in that the configuration differs from that of the first and second embodiments in that a standard traveling pattern set by a preliminary traveling test is used. The point is that the data is rewritten periodically based on the obtained traveling data or when the traveling data can be accumulated in a certain amount or more.

  In the vehicle 1, after controlling the air amount adjusting valves 14 to 16 according to the selected reference traveling pattern, data (a) to (c) indicating the vehicle position, vehicle acceleration, and vehicle weight corresponding to the traveling position of the vehicle 1 A traveling data storage unit 20B for sequentially recording traveling data such as data (d) indicating the vehicle body vertical speed and data (e) indicating the bogie vertical speed is provided, and the control unit 20 controls the traveling data storage unit 20B. When the vertical acceleration of the vehicle in the recorded traveling data exceeds a predetermined reference acceleration, a review process for rewriting the reference traveling pattern is performed based on the traveling data.

The review process by the control unit 20 will be described for each step with reference to FIG.
The review processing of the reference traveling pattern described below may be performed on a running train, or may be performed in another place such as a train management room. In addition, the review process may be performed by a computer installed in another place based on data recorded in the traveling data storage unit 20B.

<< Step 20 >>
When the air amount adjusting valves 14 to 16 and the damping force adjusting valve 30 are operated in accordance with the reference running pattern, running data such as a vehicle position, a vehicle body acceleration, a running speed, a vehicle body weight, a vehicle body vertical speed, and a bogie vertical speed are always present. (A) to (e) are taken in, and the traveling data (a) to (e) are stored.

<< Step 21 >>
In step 20, it is determined whether or not the number of accumulated data has reached a certain value. If the result is YES, the process proceeds to next step 22.
In this step 21, it may be determined whether or not a certain period has elapsed after the reference traveling pattern has been set, without determining whether or not the number of data accumulated in step 20 has reached a certain value.

<< Step 22 >>
Based on the vehicle acceleration accumulated in step 20, a frequency that contributes to the vehicle acceleration is specified in a section where the vehicle acceleration exceeding the threshold occurs.

<< Step 23 >> (Confirmation of target spring stiffness in reference traveling pattern)
Frequency analysis is performed using the vehicle body acceleration obtained in step 20.
<< Step 24 >>
When it is determined that the peak frequency of the vehicle body acceleration analyzed in step 23 is close to the natural frequency of the vertical vibration of the vehicle 1, it is considered that resonance has occurred, and the spring stiffness of the air spring 5 is reduced by one step. Then, a new reference traveling pattern for detuning the frequency is created.

<< Step 25 >> (Confirmation of damping characteristics in reference running pattern)
It is determined whether damping control by the variable orifice 30A of the damping force adjusting valve 30 is effective using running data such as a vehicle vertical speed and a bogie vertical speed. , A new reference traveling pattern in which the magnitude of the damping force is switched by the Carnop control is created.

<< Step 26 >>
Based on the new reference traveling pattern created in steps 24 to 25, the vehicle 1 is actually driven or a traveling simulation is performed (the processing of steps 20 to 25 is repeated). Are sequentially reduced or the throttle diameter of the damping force adjusting valve 30 is adjusted to increase the damping force.

<< Step 27 >>
In step 26, the new reference traveling pattern for which the vehicle body acceleration threshold has been achieved is determined as a new reference traveling pattern, and the previous reference traveling pattern is rewritten.

As described in detail above, in the vehicle suspension device 102 shown in the third embodiment, the air flow adjusting valves 14 to 16 and the damping force adjusting valves are stored in the running data storage unit 20B provided in the vehicle 1 according to the selected reference running pattern. After the control of the vehicle 30, the travel data such as the vehicle vertical acceleration corresponding to the travel position of the vehicle 1 is sequentially recorded.
When the vehicle vertical acceleration of the traveling data recorded in the traveling data storage unit 20B exceeds the predetermined reference acceleration, the control unit 20 performs a review process of rewriting the reference traveling pattern so as to reach the target value. Since this is performed, it is possible to suppress an increase in the vehicle body vertical acceleration due to aging of the vehicle 1 or the track.
Further, by such a reviewing process, there is no need to re-create the reference traveling pattern again, and the overall management cost can be reduced.

  That is, in the vehicle suspension device 102 shown in the third embodiment, since the reference traveling pattern can be periodically reviewed, it is possible to operate with an appropriate reference traveling pattern. Further, by programming the above-described review processing, it is possible to obtain an effect that even when the state of the road surface changes due to aging of the running road surface, the trouble of pattern examination can be reduced.

  As described above, the embodiments of the present invention have been described in detail with reference to the drawings. However, the specific configuration is not limited to the embodiments, and includes design changes and the like without departing from the gist of the present invention.

  The present invention relates to a vehicle suspension device applicable to an AGT (Automated Guideway Transit) which is an automatic guide rail type passenger transport system, and a spring rigidity changing method in the vehicle suspension device.

  In addition, it is possible to appropriately replace the components in the above-described embodiment with known components without departing from the spirit of the present invention. The technical scope of the present invention is not limited to the above embodiment, and various changes can be made without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... Body 3 ... Rubber tire 4 ... Truck 5 ... Air spring 6 ... Main air tank 7 ... Air flow path 8 ... Air flow path 9 ...・ Air flow path 10 ・ ・ ・ Air flow path 11 ・ ・ ・ Auxiliary air tank 12 ・ ・ ・ Auxiliary air tank 13 ・ ・ ・ Auxiliary air tank 14 ・ ・ ・ Air amount adjustment valve 15 ・ ・ ・ Air amount adjustment valve 16 ・..Air amount adjusting valve 20 ... Control unit 20A ... Running pattern database 20B ... Running data storage unit 21 ... Auxiliary air tank 22 ... Auxiliary air tank 23 ... Air flow path 24. ..Air flow path 25 ... Air amount adjustment valve 26 ... Air amount adjustment valve 100 ... Vehicle suspension device 101 ... Vehicle suspension device 102 ... Vehicle suspension device S3 ... Vehicle weight detection Delivery means

Claims (7)

An air spring provided between a bogie of the vehicle and the vehicle body,
A main air tank having an air source for supplying compressed air to the air spring;
An auxiliary air tank connected to the air spring;
An air amount adjustment valve that opens and closes an air flow path that is communicated with the auxiliary air tank and changes the spring stiffness of the air spring;
Body weight detection means for detecting the weight of the body,
A database that stores a plurality of settings of a reference traveling pattern that defines a target spring stiffness for the traveling position of the vehicle and the body weight,
A storage unit that stores operation pattern information of an air amount adjustment valve in which an operation pattern of an air amount adjustment valve for obtaining the target spring stiffness is determined for each vehicle body weight;
Any of the reference traveling patterns based on the weight of the vehicle body detected by the vehicle body weight detecting means when the vehicle stops at the station and the passengers get on and off and the traveling route from the station to the next stop station. The target spring stiffness is determined for each of the predetermined travel positions on the travel route based on the selected reference travel pattern, and based on the target spring stiffness and the operation pattern information of the air amount adjustment valve. Te, and a controller which controls the air amount adjusting valve,
A vehicle suspension device comprising: A plurality of the auxiliary air tank is provided so as to be in series or parallel to the main air tank,
The air amount adjusting valve is provided in the middle of each air flow path leading to these auxiliary air tanks,
The vehicle suspension device according to claim 1. A plurality of the auxiliary air tanks are installed so as to have different capacities and to be parallel to the main air tank,
The air amount adjusting valve is provided in the middle of each air flow path leading to these auxiliary air tanks,
The vehicle suspension device according to claim 1 or 2. The reference traveling pattern, when the vertical acceleration of the vehicle body is increased, controls the air amount adjustment valve to reduce the rigidity of the air spring,
The vehicle suspension device according to any one of claims 1 to 3 . In the middle of the air flow path leading to the air spring, a damping force adjustment valve for adjusting the flow path resistance of the air flow path is provided,
The control unit performs operation control of the damping force adjustment valve based on a damping target value of a predetermined reference traveling pattern,
The vehicle suspension device according to any one of claims 1 to 4 . The vehicle is provided with a traveling data storage unit that sequentially records traveling data such as a vehicle vertical acceleration corresponding to a traveling position of the vehicle after controlling the air amount adjustment valve according to the selected reference traveling pattern. ,
The control unit performs a review process of rewriting the reference traveling pattern when the vehicle vertical acceleration of the traveling data recorded in the traveling data storage unit is higher than a predetermined reference acceleration.
The vehicle suspension device according to any one of claims 1 to 5 . A step of providing an auxiliary air tank together with a main air tank having an air source for supplying compressed air to an air spring located between a truck and a vehicle body of the vehicle;
A step of providing an air flow control valve that opens and closes the air flow passage in the air flow passage communicated with the auxiliary air tank and changes the spring stiffness of the air spring;
Detecting the weight of the vehicle body when the vehicle stops at a station and passengers get on and off ,
A plurality of criteria for determining a target spring stiffness for the vehicle traveling position and the vehicle body weight based on the vehicle body weight detected in the step of detecting the vehicle body weight and a traveling route from the station to a next stop station. Selecting any one of the running patterns, based on the selected reference running pattern, determining a target spring stiffness for each of the predetermined running positions on the running route;
Based on the body weight, the target spring stiffness, and the operation pattern information of the air amount adjustment valve in which the operation pattern of the air amount adjustment valve for obtaining the target spring stiffness for each of the vehicle body weights, Controlling the air amount adjusting valve;
A spring stiffness changing method in a vehicle suspension device comprising:

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