WO2016136887A1

WO2016136887A1 - Suspension control device

Info

Publication number: WO2016136887A1
Application number: PCT/JP2016/055657
Authority: WO
Inventors: 智博木下; 赤見　裕介
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2015-02-27
Filing date: 2016-02-25
Publication date: 2016-09-01
Also published as: JP6355817B2; JPWO2016136887A1

Abstract

This suspension control device is provided with a lateral damper (9) provided in a vehicle (1) having a vehicle body (2) and a wheeled platform (3), and is also provided with a controller (10) that controls the damping force of the lateral damper (9). The controller (10) has a lateral acceleration sensor (11) that detects lateral acceleration (a_sy) of the vehicle body (2) acting in the lateral direction relative to the traveling direction of the vehicle (1), an excessive-centrifugal-acceleration calculator (15) that detects or estimates excessive-centrifugal-acceleration (a_rg) (centrifugal acceleration (a_r)) of the vehicle body (2) on the basis of the yaw rate (ω_z) of the vehicle body (2), and a lateral acceleration corrector (16) that determines vibration acceleration (a_y) by subtracting the detected value from the excessive-centrifugal-acceleration calculator (15) from the detected value from the lateral acceleration sensor (11).

Description

Suspension control device

The present invention relates to a suspension control device that is suitably used to reduce vehicle vibration and the like.

For example, as a conventional semi-active suspension for railways, a configuration is known in which a plurality of damping force-adjustable dampers (dampers) are provided in order to reduce vehicle body vibration and improve the stability of a carriage (for example, Patent Document 1). reference). In Patent Document 1, a first carriage and a second carriage are provided apart from each other in the front-rear direction of the vehicle body, and a damping force adjustment type buffer for adjusting a damping force in the vertical direction is provided between each carriage and the vehicle body. A configuration provided with a vessel is disclosed.

JP 2009-40081

By the way, a railway vehicle receives a centrifugal force when entering a curved line (curved road) and while traveling on a curved line, and accordingly, the vehicle body of the railway vehicle also receives lateral acceleration (lateral acceleration, lateral acceleration). In this case, the semi-active suspension attempts to set the lateral acceleration during curve traveling to 0 (zero) in order to suppress the vibration of the vehicle body due to the lateral acceleration. For this reason, there is a problem that the vehicle is controlled so as to go straight in spite of the curved traveling, the curved traveling of the vehicle is hindered, and the riding comfort of the vehicle is deteriorated.

As a general method for solving such a problem, a method of canceling excess centrifugal acceleration in the lateral acceleration by using a high-pass filter for the lateral acceleration signal during the curve running can be considered. However, this method can cancel the excess centrifugal acceleration during running of a curve that is a steady circle, but the high-pass filter cannot cancel the excess centrifugal acceleration because the excess centrifugal acceleration rises when entering a curve that is a relaxation curve. In this case, since control is performed based on acceleration from which excess centrifugal acceleration is not removed, control different from vibration of the vehicle body is performed, and there is a problem that the ride comfort of the vehicle is deteriorated.

On the other hand, Patent Document 1 describes a configuration in which excessive centrifugal acceleration is obtained using trajectory information at a travel point of a vehicle to suppress vibration of the vehicle body. However, the suspension control device described in Patent Document 1 has a problem that when traveling position information is measured in the leading vehicle, an error occurs in other vehicles, and the control accuracy decreases. In addition, this method cannot be applied to a line section where travel position information cannot be obtained. Furthermore, if there is an error in the travel position information, the excess centrifugal acceleration cannot be canceled, so that the ride comfort of the vehicle may deteriorate.

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 capable of controlling a damper based on the lateral acceleration of a vibration component.

In order to solve the above-described problems, the present invention provides a suspension including a damping force adjusting shock absorber provided in a vehicle having a vehicle body and a carriage, and a controller for controlling the damping force of the damping force adjusting shock absorber. A control device, wherein the controller is configured to detect a lateral acceleration of the vehicle body acting in a lateral direction with respect to a traveling direction of the vehicle, and an excess centrifugal acceleration of the vehicle body based on a yaw rate of the vehicle body And a vibration acceleration calculation unit that subtracts a detection value of the excess centrifugal acceleration detection unit from a detection value of the left and right acceleration detection unit to obtain a lateral acceleration of a vibration component. It is characterized by that.

According to this configuration, the damper can be controlled based on the lateral acceleration of the vibration component.

1 is a front view showing a railway vehicle to which a suspension control device according to a first embodiment is applied. It is the top view which looked at the inside of the railway vehicle in the curve running by 1st, 3rd, 4th embodiment from the upper side. It is explanatory drawing which shows typically the left-right acceleration, excess centrifugal acceleration, and vibration acceleration of the railway vehicle in the curve running in FIG. It is a block diagram which shows the controller by 1st Embodiment. It is a flowchart which shows the suspension control process which the controller by 1st Embodiment performs. It is a front view which shows the railway vehicle to which the suspension control apparatus by 2nd Embodiment was applied. It is explanatory drawing which shows typically the left-right acceleration of the railway vehicle in curve running in 2nd Embodiment, excess centrifugal acceleration, vibration acceleration, etc. FIG. It is a block diagram which shows the controller by 2nd Embodiment. It is a flowchart which shows the suspension control process which the controller by 2nd Embodiment performs. It is a block diagram which shows the controller by 3rd Embodiment. It is a flowchart which shows the suspension control process which the controller by 3rd Embodiment performs. It is explanatory drawing which shows typically the left-right acceleration of the railway vehicle in the curve running in 4th Embodiment, excess centrifugal acceleration, vibration acceleration, etc. FIG. It is a block diagram which shows the controller by 4th Embodiment. It is a flowchart which shows the suspension control process which the controller by 4th Embodiment performs.

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

A shaft spring 6 is provided between each carriage 3 and each wheel 4 to alleviate vibrations and shocks from the wheel 4 (wheel axle). A plurality of air springs 7 serving as pillow springs are provided between the vehicle body 2 and each carriage 3, and a plurality of vertical movement dampers 8 serving as damping force adjustment type shock absorbers are provided in parallel with the air springs 7. Yes. The air springs 7 and the vertical motion dampers 8 are disposed on the left and right sides of each carriage 3, and two are provided on each carriage 3. For this reason, a total of four air springs 7 and vertical movement dampers 8 are provided in the railway vehicle 1 as a whole.

As shown in FIGS. 1 to 3, each vertical motion damper 8 is a cylinder device in which hydraulic oil capable of individually adjusting each damping force is enclosed, for example, a damping force adjusting hydraulic pressure called a semi-active damper It is configured using a shock absorber. The vertical motion damper 8 generates a damping force that reduces the vibration with respect to the vertical vibration of the vehicle body 2 relative to the carriage 3. Thereby, the vertical motion damper 8 reduces the vibration of the vehicle body 2 in the vertical direction.

Further, as shown in FIG. 3, a left and right motion damper 9 as a damping force adjusting type shock absorber is provided in the left and right direction of the vehicle 1 between the vehicle body 2 and each carriage 3. The left-right motion damper 9 is configured by using, for example, the above-described semi-active damper or full-active damper that operates actively, or a passive damper that operates passively. The left and right dynamic damper 9 generates a damping force that reduces the vibration with respect to the left and right vibration of the vehicle body 2 with respect to the carriage 3. Thereby, the left-right motion damper 9 reduces the vibration of the vehicle body 2 in the left-right direction.

As shown in FIG. 4, the controller 10 includes a lateral acceleration sensor 11, a yaw rate sensor 12, a speed sensor 13, an arithmetic device 14, and the like. The controller 10 performs arithmetic processing on a control command signal (control command) to be output to an actuator (not shown) of the left and right motion damper 9 according to the damping force control processing of each wheel 4 as a target current value. Control the damping force. Specifically, the controller 10 controls the damping force of the left and right dynamic damper 9 based on, for example, the skyhook theory (skyhook control law) at every sampling time in order to reduce the vertical vibration of the vehicle body 2. The left and right motion damper 9 is controlled so that the damping force is continuously variable between hardware and software, or variable in a plurality of stages, according to a target current value (control command signal) supplied to the actuator.

The left / right acceleration sensor 11 is located in the vicinity immediately above each carriage 3 and is provided, for example, on the vehicle body 2 on the upper side of the spring, and detects accelerations in the left / right direction (lateral acceleration, lateral acceleration, lateral G) of the vehicle body 2. That is, the lateral acceleration sensor 11 constitutes a lateral acceleration detector that detects lateral acceleration of the vehicle body 2 acting in the lateral direction with respect to the traveling direction of the vehicle 1. For this reason, the lateral acceleration sensor 11 detects lateral accelerations a _sy1 and a _sy2 acting on the vehicle body 2 in the vicinity immediately above the first and second carts 3 while the vehicle 1 is traveling. Then, the lateral acceleration sensor 11 outputs the lateral accelerations a _sy1 and a _sy2 that are detection signals (detection values) to the arithmetic unit 14. In this case, as shown in FIG. 3, when the vehicle 1 is inclined because of an inclined surface such as a cant, the inclined surface and the left-right direction are parallel to each other.

The yaw rate sensor 12 is located in the immediate vicinity of each carriage 3 and is provided on the vehicle body 2. The yaw rate sensor 12 is constituted by, for example, a gyro sensor, and detects a change speed of the rotation angle in the turning direction generated around the center of gravity of the vehicle 1, that is, a yaw rate ω _z indicating the yawing behavior of the vehicle body 2. Then, the yaw rate sensor 12 outputs a yaw rate ω _z that is a detection signal to the arithmetic device 14. Note that the yaw rate sensor 12 and the lateral acceleration sensor 11 do not need to be provided separately, and for example, a composite sensor capable of measuring the lateral acceleration and the yaw rate together, such as a six-axis sensor, may be used.

The speed sensor 13 is provided in the vehicle body 2 as a travel speed detection unit, and detects, for example, the travel speed (vehicle speed) v of the vehicle 1. That is, the speed sensor 13 detects the vehicle speed v of the vehicle 1 while the vehicle 1 is traveling, and outputs the vehicle speed v that is a detection signal to the arithmetic device 14. Here, the speed sensor 13 may detect the vehicle speed v from, for example, the rotational speed (wheel speed) of the wheel 4, or the vehicle speed v from a monitor device or a pulse of a speed generator (none of which is shown). It is good also as a structure to detect.

The computing device 14 is constituted by, for example, a CPU (not shown) composed of a microcomputer or the like. As shown in FIG. 4, the excess centrifugal acceleration calculation unit 15, the left / right acceleration correction unit 16, and the control command value calculation unit 17 are included. And have. The calculation device 14 calculates a damping force that should be generated by the left and right motion damper 9 in order to control the vibration of the vehicle body 2 based on the detection signals input from the

sensors

11, 12, and 13. Then, the arithmetic unit 14 calculates a target current value to be supplied to the actuator of the left and right dynamic damper 9 based on the calculated damping force, and outputs the target current value to the left and right dynamic damper 9 as a control command signal.

The input side of the excess centrifugal acceleration calculation unit 15 is connected to the yaw rate sensor 12 and the speed sensor 13. The output side of the excess centrifugal acceleration calculation unit 15 is connected to the left / right acceleration correction unit 16. The excess centrifugal acceleration calculation unit 15 detects (estimates) the excess centrifugal acceleration of the vehicle body 2 based on the yaw rate ω _{z of the} vehicle body 2 input from the yaw rate sensor 12 and the vehicle speed v input from the speed sensor 13. . The excess centrifugal acceleration calculation unit 15 constitutes an excess centrifugal acceleration detection unit, and calculates the centrifugal acceleration a _r as the excess centrifugal acceleration based on the following equation (1).

The input side of the lateral acceleration correction unit 16 is connected to the lateral acceleration sensor 11 on the first and second carts and the excess centrifugal acceleration calculator 15. Further, the output side of the lateral acceleration correction unit 16 is connected to the control command value calculation unit 17. The left / right acceleration correction unit 16 is based on the left / right accelerations a _sy1 and a _sy2 input from the respective left / right acceleration sensors 11 and the centrifugal acceleration a _r input from the excess centrifugal acceleration calculation unit 15. Vibration accelerations a _y1 and a _y2 are obtained. In this case, the left / right acceleration correction unit 16 detects the excess centrifugal acceleration calculation unit 15 from the left / right accelerations a _sy1 and a _sy2 which are detection values of the respective left and right acceleration sensors 11, as shown in the following equations (2) and (3). The lateral acceleration a _sy1 and a _sy2 are corrected by subtracting the value of the centrifugal acceleration a _r .

That is, as shown in FIG. 3, each lateral acceleration sensor 11 includes a lateral acceleration a that combines a centrifugal acceleration a _r due to the vehicle 1 traveling in a curve and vibration accelerations a _y1 and a _y2 at the center position of the vehicle body 2. _sy1 and _asy2 are detected. At this time, the lateral acceleration correction unit 16 as the vibration acceleration calculation unit can subtract the centrifugal acceleration a _r from the lateral accelerations a _sy1 and a _sy2 to obtain the vibration accelerations a _y1 and a _y2 , respectively.

The input side of the control command value calculation unit 17 is connected to the lateral acceleration correction unit 16. The output side of the control command value calculation unit 17 is connected to the left and right dynamic damper 9. The control command value calculation unit 17 calculates a damping force that should be generated by the left and right dynamic damper 9 to control the vibration of the vehicle body 2 based on the vibration accelerations a _y1 and a _y2 input from the left and right acceleration correction unit 16. To do. Then, the control command value calculation unit 17 calculates a target current value to be supplied to the actuator of the left and right motion damper 9 based on the calculated damping force, and outputs the target current value to the left and right motion damper 9 as a control command signal. .

Next, a control program for the left and right motion damper 9 executed by the controller 10 at each control cycle will be described with reference to FIG.

First, in step 1, the controller 10 detects the lateral accelerations a _sy1 , a _sy2 , the yaw rate ω _z, and the vehicle speed v based on the detection signals from the

sensors

11, 12, 13. In this case, the controller 10 converts the detection signals of the

sensors

11, 12, and 13 made of analog signals into digital signals using, for example, an AD converter (not shown).

Next, in step 2, the excess centrifugal acceleration calculation unit 15 of the controller 10 calculates the excess centrifugal acceleration based on the yaw rate ω _z and the vehicle speed v. In this case, as shown in the above equation 1, the centrifugal acceleration a _r calculated based on the yaw rate ω _z and the vehicle speed v is estimated as the excess centrifugal acceleration.

In step 3, the lateral acceleration correction unit 16 of the controller 10 uses the lateral accelerations a _sy1 and a _sy2 obtained by the lateral acceleration sensor 11 and the centrifugal acceleration a _r as the excess centrifugal acceleration obtained in step 2 above to vibrate. Accelerations a _y1 and a _y2 are calculated. Specifically, as shown in the

above formulas

2 and 3, the lateral accelerations a _sy1 and a _sy2 are subtracted from the centrifugal acceleration a _r to obtain vibration accelerations a _y1 and a _y2 at the center position of the vehicle body 2. Can be requested.

In step 4, the control command value calculation unit 17 of the controller 10 calculates a control command value for controlling the left and right motion damper 9 based on the vibration accelerations a _y1 and a _y2 obtained by the left and right acceleration correction unit 16.

Thus, according to the first embodiment, the controller 10 detects the vehicle body 2 based on the lateral acceleration sensor 11 that detects the lateral accelerations a _sy1 and a _sy2 of the vehicle body 2, the yaw rate ω _z of the vehicle body 2, and the vehicle speed v. An excess centrifugal acceleration calculation unit 15 that detects the centrifugal acceleration a _r of the left and right, and a left and right acceleration correction unit 16 that subtracts the centrifugal acceleration a _r from the left and right accelerations a _sy1 and a _sy2 to obtain vibration accelerations a _y1 and a _y2. ing. Thus, vibration accelerations a _y1 and a _y2 that are vibration components of the vehicle body 2 can be obtained based on the yaw rate ω _z and the vehicle speed v. As a result, even when the left and right accelerations a _sy1 and a _sy2 associated with the curve travel are applied to the vehicle 1, the left and right motion damper 9 can be controlled based on the vibration accelerations a _y1 and a _y2 that cause the vehicle body 2 to vibrate. The riding comfort of the vehicle 1 can be improved.

In addition, even when the vehicle 1 is traveling on a curve that is a steady circle, or when the vehicle is entering or leaving a curve that is a relaxation curve, vibration acceleration that is a vibration component of the vehicle body 2 is based on the yaw rate ω _z and the vehicle speed v. a _y1 and a _y2 can be obtained. Thereby, since it is not necessary to acquire the traveling position of the vehicle 1, the applicable track section can be expanded as compared with the case of controlling based on the traveling position information of the vehicle 1.

Next, FIGS. 6 to 9 show a second embodiment of the present invention. The feature of the second embodiment is that the controller calculates the excess centrifugal acceleration based on the lateral component of the gravitational acceleration. In the second embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

The railcar 21 according to the second embodiment is substantially the same as the railcar 1 according to the first embodiment. The vehicle body 2, the carriage 3, the wheels 4, the left and right motion damper 9, the left and right acceleration sensor 11, the yaw rate sensor 12, A speed sensor 13, a controller 22, an arithmetic device 24, and the like are provided.

The controller 22 is configured in substantially the same manner as the controller 10 according to the first embodiment. Specifically, as shown in FIG. 8, the controller 22 includes a lateral acceleration sensor 11, a yaw rate sensor 12, a speed sensor 13, a vertical acceleration sensor 23, an arithmetic device 24, and the like. The controller 22 performs arithmetic processing on a control command signal (control command) to be output to an actuator (not shown) of the left and right motion damper 9 according to the damping force control processing of each wheel 4 as a target current value. Control the damping force.

The vertical acceleration sensor 23 is located in the vicinity immediately above each carriage 3 and is provided, for example, on the vehicle body 2 on the upper side of the spring, and detects the vertical acceleration (vertical acceleration, vertical G) of the vehicle body 2. That is, the vertical acceleration sensor 23 constitutes a vertical acceleration detector, and detects the vertical acceleration a _sz of the vehicle body 2 acting in the vertical direction while the vehicle 21 is traveling. The vertical acceleration sensor 23 outputs the vertical acceleration a _sz that is a detection signal (detection value) to the arithmetic device 24. In this case, as shown in FIG. 7, when the vehicle 21 is tilted by an inclined surface such as a cant, the vertical direction of the vehicle body 2 detected by the vertical acceleration sensor 23 is perpendicular to the inclined surface.

The vertical acceleration a _sz is used to calculate the horizontal component of the gravitational acceleration. On the other hand, when vertical vibration occurs in the vehicle body 2, the vertical acceleration a _sz changes and becomes a value obtained by _adding a vibration component to the gravitational acceleration. For this reason, the vertical acceleration sensor 23 has a low-pass filter 23A in order to remove the vibration component due to the vertical vibration of the vehicle body 2 and extract the gravitational acceleration component. Note that the vertical acceleration sensor 23 does not need to be provided separately from the lateral acceleration sensor 11 and the yaw rate sensor 12. For example, a vertical sensor, a lateral acceleration, and a yaw rate can be measured together, such as a 6-axis sensor. It may be used.

The arithmetic unit 24 is constituted by a CPU (not shown) composed of a microcomputer or the like, for example, and as shown in FIG. 8, a centrifugal acceleration calculation unit 25, a gravity acceleration left / right component calculation unit 26, and an excess centrifugal acceleration calculation. A unit 27, a lateral acceleration correction unit 28, and a control command value calculation unit 29. This computing device 24 computes the damping force that should be generated by the left-right motion damper 9 in order to control the vibration of the vehicle body 2 based on the detection signals input from the

sensors

11, 12, 13, and 23. Then, the arithmetic unit 24 calculates a target current value to be supplied to the actuator of the left and right dynamic damper 9 based on the calculated damping force, and outputs the target current value to the left and right dynamic damper 9 as a control command signal.

The input side of the centrifugal acceleration calculation unit 25 is connected to the yaw rate sensor 12 and the speed sensor 13. The output side of the centrifugal acceleration calculation unit 25 is connected to the excess centrifugal acceleration calculation unit 27. The centrifugal acceleration calculation unit 25 calculates the centrifugal acceleration a _r of the vehicle body 2 based on the yaw rate ω _{z of the} vehicle body 2 input from the yaw rate sensor 12 and the vehicle speed v input from the speed sensor 13. Then, the centrifugal acceleration calculation unit 25 constitutes a centrifugal acceleration detection unit, and calculates the centrifugal acceleration a _r based on Formula 1 as in the first embodiment.

The input side of the gravitational acceleration left-right direction component calculation unit 26 is connected to the vertical acceleration sensor 23. The output side of the gravity acceleration left / right component calculation unit 26 is connected to the excess centrifugal acceleration calculation unit 27. The gravitational acceleration left / right component calculation unit 26 calculates the gravitational acceleration left / right component a _gy based on the vertical acceleration a _sz input from the vertical acceleration sensor 23. In this case, the gravitational acceleration left / right component calculation unit 26 uses the vertical acceleration a _sz and the gravitational acceleration g, which are detection values of the vertical acceleration sensor 23, as shown in the following equation (4). The gravitational acceleration left-right direction component a _gy is calculated. It can be detected by using the yaw rate sensor 12, a roll rate sensor (not shown), or the like, whether the gravitational acceleration left-right component _agy is directed in the left-right direction. That is, as shown in FIG. 7, when the vehicle 21 is tilted to the left in FIG. 7, the gravitational acceleration left / right component a _gy is also _directed to the left. In a normal _{curved road} , the gravitational acceleration lateral component a _gy acts in the opposite direction in the lateral direction with respect to the centrifugal acceleration a _r .

The input side of the excess centrifugal acceleration calculation unit 27 is connected to the centrifugal acceleration calculation unit 25 and the gravity acceleration left-right direction component calculation unit 26. The output side of the excess centrifugal acceleration calculation unit 27 is connected to the left / right acceleration correction unit 28. The excess centrifugal acceleration calculating unit 27 is based on the centrifugal acceleration a _r input from the centrifugal acceleration calculating unit 25 and the gravity acceleration left / right component a _gy input from the gravity acceleration left / right component calculating unit 26. The excess centrifugal acceleration a _rg is detected (estimated). The excess centrifugal acceleration calculation unit 27 constitutes an excess centrifugal acceleration detection unit, and calculates an excess centrifugal acceleration a _rg based on the following equation (5).

That is, as shown in FIG. 7, by removing the gravity acceleration left / right component a _gy calculated by the gravity acceleration left / right component calculation unit 26 from the centrifugal acceleration a _r calculated by the centrifugal acceleration calculation unit 25, The acting excess centrifugal acceleration a _rg can be calculated.

The input side of the lateral acceleration correction unit 28 is connected to the lateral acceleration sensor 11 on the first and second carts and the excess centrifugal acceleration calculator 27. The output side of the lateral acceleration correction unit 28 is connected to the control command value calculation unit 29. The left / right acceleration correction unit 28 is based on the left / right accelerations a _sy1 and a _sy2 input from the respective left / right acceleration sensors 11 and the excess centrifugal acceleration a _rg input from the excess centrifugal acceleration calculation unit 27. Vibration accelerations a _y1 and a _y2 that are accelerations are obtained. In this case, the left / right acceleration correction unit 28 detects the excess centrifugal acceleration calculation unit 27 from the left / right accelerations a _sy1 and a _sy2 which are detection values of the respective left and right acceleration sensors 11, as shown in the following equations (6) and (7). By subtracting the value of excess centrifugal acceleration a _rg , the lateral accelerations a _sy1 and a _sy2 are corrected.

That is, as shown in FIG. 7, each lateral acceleration sensor 11 includes a lateral acceleration obtained by combining the excess centrifugal acceleration a _rg caused by the vehicle 21 traveling in a curve and the vibration accelerations a _y1 and a _y2 at the center position of the vehicle body 2. a _sy1 and a _sy2 are detected. At this time, the lateral acceleration correction unit 28 as the vibration acceleration calculating unit can subtract the excess centrifugal acceleration a _rg from the lateral accelerations a _sy1 and a _sy2 to obtain the vibration accelerations a _y1 and a _y2 , respectively.

The input side of the control command value calculation unit 29 is connected to the lateral acceleration correction unit 28. The output side of the left / right acceleration correction unit 28 is connected to the left / right motion damper 9. The control command value calculation unit 29 calculates a damping force that should be generated by the left and right dynamic damper 9 to control the vibration of the vehicle body 2 based on the vibration accelerations a _y1 and a _y2 input from the left and right acceleration correction unit 28. To do. Then, the control command value calculation unit 29 calculates a target current value to be supplied to the actuator of the left and right motion damper 9 based on the calculated damping force, and outputs the target current value to the left and right motion damper 9 as a control command signal. .

Next, a control program for the left and right motion damper 9 executed by the controller 22 for each control cycle will be described with reference to FIG.

First, in step 11, the controller 22 detects the left and right accelerations a _sy1 and a _sy2 , the yaw rate ω _z , the vehicle speed v, and the vertical acceleration a _sz based on detection signals from the

sensors

11, 12, 13, and ₂₃ . . In this case, similarly to the first embodiment, the controller 22 uses, for example, an AD converter (not shown) to convert the detection signals of the

sensors

11, 12, 13, and 23, which are analog signals, into digital signals. Convert.

Next, in step 12, the centrifugal acceleration calculation unit 25 of the controller 22 calculates the centrifugal acceleration a _{r based} on the yaw rate ω _z and the vehicle speed v as shown in the above equation (1).

In step 13, the gravitational acceleration left / right component calculation unit 26 of the controller 22 calculates the gravitational acceleration left / right component a _gy based on the vertical acceleration a _sz obtained by the vertical acceleration sensor 23. Specifically, as shown in Equation 4, the gravity acceleration left-right direction component a _gy can be calculated by the _three-square theorem using the vertical acceleration a _sz and the gravitational acceleration g.

Next, in step 14, the excess centrifugal acceleration calculation unit 27 of the controller 22 calculates the centrifugal acceleration a _r calculated by the centrifugal acceleration calculation unit 25 and the gravity acceleration left / right component a _gy calculated by the gravity acceleration left / right component calculation unit 26. _{Is used} to calculate the excess centrifugal acceleration a _rg . Specifically, as shown in the above equation 5, the excess centrifugal acceleration a _rg that actually acts on the vehicle body 2 can be calculated by removing the gravity acceleration lateral component a _gy from the centrifugal acceleration a _r. .

In step 15, the left and right acceleration correction unit 28 of the controller 22 uses the left and right accelerations a _sy1 and a _sy2 obtained by the left and right acceleration sensor 11 and the excess centrifugal acceleration a _rg obtained in the above step 14 and vibration accelerations a _y1 and a Calculate _y2 . Specifically, as shown in

Equations

6 and 7, the left and right accelerations a _sy1 and a _sy2 are subtracted from the excess centrifugal acceleration a _rg to obtain vibration accelerations a _y1 and a a at the center position of the vehicle body 2. _y2 can be obtained respectively.

In step 16, the control command value calculation unit 29 of the controller 22 calculates a control command value for controlling the left and right dynamic damper 9 based on the vibration accelerations a _y1 and a _y2 obtained by the left and right acceleration correction unit 28.

Thus, in the second embodiment, it is possible to obtain substantially the same operational effects as those in the first embodiment. The controller 22 of the second embodiment calculates the excess centrifugal acceleration a _rg based on the gravity acceleration left-right direction component a _gy . As a result, even when the vehicle 21 tilts during curve travel due to _{canting or the like} , the excess centrifugal acceleration a _rg can be calculated in consideration of the gravity acceleration lateral component a _gy due to such tilt. Therefore, vibration accelerations a _y1 and a _y2 that are vibration components of the vehicle body 2 can be obtained using the excess centrifugal acceleration a _rg that actually acts on the vehicle body 2. As a result, even when the left and right accelerations a _sy1 and a _sy2 due to the curve travel are applied to the vehicle 21, the left and right motion damper 9 can be controlled based on the vibration accelerations a _y1 and a _y2 that cause the vehicle body 2 to vibrate. The riding comfort of the vehicle 21 can be improved.

Next, FIGS. 2, 10 and 11 show a third embodiment of the present invention. The feature of the third embodiment is that the controller calculates the excess centrifugal acceleration based on the curve radius information at the traveling position of the vehicle. 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 controller 31 according to the third embodiment is configured in substantially the same manner as the controller 10 according to the first embodiment. Specifically, as shown in FIG. 10, the controller 31 includes a lateral acceleration sensor 11, a yaw rate sensor 12, a position information acquisition unit 32, a calculation device 33, and the like. The controller 31 calculates a control command signal to be output to an actuator (not shown) of the left and right motion damper 9 according to the damping force control processing of each wheel 4 as a target current value, and controls the damping force of the left and right motion damper 9. To do.

The position information acquisition unit 32 is provided in the vehicle 1 and obtains information on the current traveling position of the vehicle 1. For example, the position information acquisition unit 32 may obtain the information of the current traveling position of the vehicle 1 by applying the vehicle speed v detected from the speed sensor 13 to the traveling map of the vehicle 1 created in advance. Further, a ground element may be arranged on the track on which the vehicle 1 travels, and information on the current traveling position of the vehicle 1 may be obtained from the ground element. Information may be obtained.

The computing device 33 is constituted by a CPU (not shown) composed of a microcomputer or the like, for example, and as shown in FIG. 10, a travel position curve radius calculation unit 34, an excess centrifugal acceleration calculation unit 35, and a lateral acceleration correction unit. 36 and a control command value calculation unit 37. The arithmetic device 33 is a left-right damper for controlling vibration of the vehicle body 2 based on the detection signals input from the

sensors

11 and 12 and the position information of the vehicle 1 input from the position information acquisition unit 32. 9 calculates the damping force to be generated. Then, the arithmetic unit 33 calculates a target current value to be supplied to the actuator of the left and right dynamic damper 9 based on the calculated damping force, and outputs the target current value to the left and right dynamic damper 9 as a control command signal.

The input side of the travel position curve radius calculation unit 34 is connected to the position information acquisition unit 32. The output side of the travel position curve radius calculation unit 34 is connected to the excess centrifugal acceleration calculation unit 35. The travel position curve radius calculation unit 34 calculates a curve radius r (curvature radius of curvature) based on the position information of the vehicle 1 input from the position information acquisition unit 32. In this case, for example, the travel position curve radius calculation unit 34 can calculate the curve radius r from the track information by comparing the position information of the vehicle 1 with the travel map of the vehicle 1.

The input side of the excess centrifugal acceleration calculator 35 is connected to the yaw rate sensor 12 and the travel position curve radius calculator 34. The output side of the excess centrifugal acceleration calculation unit 35 is connected to the left / right acceleration correction unit 36. The excess centrifugal acceleration calculation unit 35 calculates the excess centrifugal acceleration of the vehicle body 2 based on the yaw rate ω _{z of the} vehicle body 2 input from the yaw rate sensor 12 and the curve radius r input from the travel position curve radius calculation unit 34. Detect (estimate). The excess centrifugal acceleration calculation unit 35 constitutes an excess centrifugal acceleration detection unit, and calculates the centrifugal acceleration a _r as the excess centrifugal acceleration based on the following equation (8).

The input side of the lateral acceleration correction unit 36 is connected to the lateral acceleration sensor 11 on the first and second carts and the excess centrifugal acceleration calculator 35. Further, the output side of the lateral acceleration correction unit 36 is connected to a control command value calculation unit 37. The left / right acceleration correction unit 36 constitutes a vibration acceleration calculation unit, and includes the left / right accelerations a _sy1 and a _sy2 input from the left / right acceleration sensors 11 and the centrifugal acceleration a _r input from the excess centrifugal acceleration calculation unit 35. Based on this, vibration accelerations a _y1 and a _y2 which are left and right accelerations of the vibration component are obtained. In this case, the left / right acceleration correction unit 36 detects the detected value of the excess centrifugal acceleration calculating unit 35 from the left / right accelerations a _sy1 and a _sy2 which are the detected values of the left / right acceleration sensor 11, as shown in the equations (2) and (3). The vibration accelerations a _y1 and a _y2 can be obtained by subtracting the centrifugal acceleration a _r .

The input side of the control command value calculation unit 37 is connected to the lateral acceleration correction unit 36. The output side of the control command value calculation unit 37 is connected to the left and right dynamic damper 9. The control command value calculation unit 37 calculates the damping force that should be generated by the left and right dynamic damper 9 to control the vibration of the vehicle body 2 based on the vibration accelerations a _y1 and a _y2 input from the left and right acceleration correction unit 36. To do. Then, the control command value calculation unit 37 calculates a target current value to be supplied to the actuator of the left and right motion damper 9 based on the calculated damping force, and outputs the target current value to the left and right motion damper 9 as a control command signal. .

Next, a control program for the left and right motion damper 9 executed by the controller 31 for each control cycle will be described with reference to FIG.

First, in step 21, the controller 31 detects the left and right accelerations a _sy1 and a _sy2 and the yaw rate ω _z based on the detection signals from the

sensors

11 and 12, and the current position of the vehicle 1 from the position information acquisition unit 32. Get information. In this case, the controller 31 converts the detection signals of the

sensors

11 and 12 made of analog signals into digital signals using, for example, an AD converter (not shown), as in the first embodiment.

Next, in step 22, the travel position curve radius calculation unit 34 of the controller 31 is based on the current position information of the vehicle 1 acquired by the position information acquisition unit 32 and the curve radius of the curved road on which the vehicle 1 is traveling. r is calculated.

In step 23, the excess centrifugal acceleration calculation unit 35 of the controller 31 calculates an excess centrifugal acceleration by the yaw rate omega _z and curve radius r. In this case, as shown in the above equation 8, the centrifugal acceleration a _r calculated based on the yaw rate ω _z and the curve radius r is estimated as the excess centrifugal acceleration.

In step 24, the lateral acceleration correction unit 36 of the controller 31 uses the lateral accelerations a _sy1 and a _sy2 obtained by the lateral acceleration sensor 11 and the excess centrifugal acceleration obtained in step 23 to calculate the vibration accelerations a _y1 and a _y2 . calculate. Specifically, as shown in the

above formulas

2 and 3, the excess centrifugal acceleration is subtracted from the lateral accelerations a _sy1 and a _sy2 to _obtain the vibration accelerations a _y1 and a _y2 at the center position of the vehicle body 2. Each can be requested.

In step 25, the control command value calculation unit 37 of the controller 31 calculates a control command value for controlling the left and right dynamic damper 9 based on the vibration accelerations a _y1 and a _y2 obtained by the left and right acceleration correction unit 36.

Thus, in the third embodiment, substantially the same operational effects as in the first embodiment can be obtained. In the third embodiment, the controller 31 calculates excess centrifugal acceleration based on the curve radius r at the travel position of the vehicle 1. Thereby, the excess centrifugal acceleration can be calculated without using the vehicle speed v, and the vibration accelerations a _y1 and a _y2 that are the vibration components of the vehicle body 2 can be obtained using the excess centrifugal acceleration.

Next, FIG. 2, FIG. 12 to FIG. 14 show a fourth embodiment of the present invention. The feature of the fourth embodiment is that the controller calculates the inclination of the vehicle body and obtains the vibration acceleration based on the inclination of the vehicle body. Note that in the fourth 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 controller 41 according to the fourth embodiment is configured in substantially the same manner as the controller 10 according to the first embodiment. Specifically, as shown in FIG. 13, the controller 41 includes a lateral acceleration sensor 11, a yaw rate sensor 12, a speed sensor 13, an arithmetic device 42, and the like. The controller 41 calculates a control command signal to be output to an actuator (not shown) of the left and right motion damper 9 according to the damping force control processing of each wheel 4 as a target current value, and controls the damping force of the left and right motion damper 9. To do.

The computing device 42 is constituted by a CPU (not shown) composed of, for example, a microcomputer or the like, and as shown in FIG. 13, an excess centrifugal acceleration calculation unit 43, a lateral acceleration correction unit 44, and a control command value calculation unit 45. And have. This computing device 42 computes the damping force that should be generated by the left and right motion damper 9 in order to control the vibration of the vehicle body 2 based on the detection signals input from the

sensors

11, 12, and 13. Then, the calculation device 42 calculates a target current value to be supplied to the actuator of the left and right motion damper 9 based on the calculated damping force, and outputs the target current value to the left and right motion damper 9 as a control command signal.

The input side of the excess centrifugal acceleration calculation unit 43 is connected to the yaw rate sensor 12 and the speed sensor 13. The output side of the excess centrifugal acceleration calculation unit 43 is connected to the left / right acceleration correction unit 44. The excess centrifugal acceleration calculation unit 43 detects (estimates) the excess centrifugal acceleration of the vehicle body 2 based on the yaw rate ω _{z of the} vehicle body 2 input from the yaw rate sensor 12 and the vehicle speed v input from the speed sensor 13. . That is, the excess centrifugal acceleration calculation unit 43 constitutes an excess centrifugal acceleration detection unit in the same manner as the excess centrifugal acceleration calculation unit 15 of the first embodiment, and the centrifugal acceleration a _r is determined based on the above formula 1 as the excess centrifugal acceleration. Calculate as

In this case, as shown in FIG. 12, the centrifugal acceleration a _r is in the horizontal direction with respect to the ground (the ground plane). That is, when the vehicle body 2 of the vehicle 1 is inclined by the inclination θ due to an inclined surface such as a cant, the direction of the vector of the centrifugal acceleration a _r is different from the horizontal direction of the vehicle 1 by the inclination θ. Further, since the vehicle 1 is tilted by the tilt theta, vertical component a _rz of the centrifugal acceleration a _r is perpendicular (a _rz = a _r sinθ) from the inclined surface. On the other hand, the left-right direction component a _ry of the centrifugal acceleration a _r are parallel (a _ry = a _r cosθ) and the inclined surface.

The input side of the left / right acceleration correction unit 44 is connected to the left / right acceleration sensor 11 on the first and second carts and the excess centrifugal acceleration calculation unit 43. Further, the output side of the lateral acceleration correction unit 44 is connected to the control command value calculation unit 45. The lateral acceleration correction unit 44 includes low-

pass filters

44A and 44B that respectively remove vibration accelerations a _y1 and a _y2 that are lateral accelerations of vibration components from the lateral accelerations a _sy1 and a _sy2 , and an inclination for calculating the inclination θ of the vehicle 1. And a calculation unit 44C. Then, the left / right acceleration correction unit 44 determines the left and right vibration components based on the left and right accelerations a _sy1 and a _sy2 input from the left and right acceleration sensors 11 and the centrifugal acceleration a _r input from the excess centrifugal acceleration calculation unit 43. Vibration accelerations a _y1 and a _y2 that are accelerations are obtained.

The low-

pass filters

44A and 44B are provided as calculation units that respectively remove the vibration accelerations a _y1 and a _y2 that are the left and right accelerations of the vibration component from the left and right accelerations a _sy1 and a _sy2 detected by the respective left and right acceleration sensors 11. The cutoff frequencies of the low-

pass filters

44A and 44B are set to predetermined values that remove the vibration accelerations a _y1 and a _y2 but do not remove the roll vibration component of the vehicle body 2. This is because if the roll vibration component of the vehicle body 2 is removed by the low-

pass filters

44A and 44B, the inclination of the vehicle body 2 due to the roll vibration cannot be considered. The low-

pass filters

44A and 44B remove the vibration accelerations a _y1 and a _y2 from the lateral accelerations a _sy1 and a _sy2 , respectively, as shown in the following equations (9) and (10).

The inclination calculation unit 44C calculates the inclination θ of the vehicle 1 from the lateral accelerations a _sy1 and a _sy2 , the centrifugal acceleration a _r, and the gravitational acceleration g. Here, as shown in FIG. 12, when the vehicle 1 is inclined by an inclination θ due to an inclined surface such as a cant or a vehicle inclination device, the lateral accelerations a _sy1 and a _sy2 detected by the respective lateral acceleration sensors 11 are detected. Is parallel to the inclined surface. Further, the left and right accelerations a _syf1 and a _{syf2 obtained} by applying the low-

pass filters

44A and 44B to the left and right accelerations a _sy1 and a _sy2 are considered to be substantially equal to the centrifugal acceleration (excess centrifugal acceleration) a _r because the vibration component is removed. It is done. For this reason, _{assuming that} the direction of the vector (direction) of the lateral accelerations a _syf1 and a _syf2 is equal to the direction of the lateral component a _ry of the centrifugal acceleration a _{r and} the lateral component a _gy (= g sin θ) of the gravitational acceleration g, Equations (11) and (12) are established.

In this case, when the inclination θ of the vehicle 1 is less than 15 ° (θ <15 °), sin θ≈θ and cos θ≈1 are established. Therefore, the inclination calculating unit 44C can calculate the inclination θ (the inclination θ1 on the first carriage side and the inclination θ2 on the second carriage side) of the vehicle 1 by the following equations (13) and (14).

Then, the left / right acceleration correction unit 44 as the vibration acceleration calculating unit calculates the centrifugal acceleration a _r from the left / right accelerations a _sy1 and a _sy2 using the inclinations θ 1 and θ 2 as shown in the following equations (15) and (16). lateral direction component a _ry (= a _r cosθ) is subtracted, the vibration acceleration a _y1, a _y2 can be calculated, respectively.

The input side of the control command value calculation unit 45 is connected to the left / right acceleration correction unit 44. The output side of the control command value calculation unit 45 is connected to the left and right dynamic damper 9. The control command value calculation unit 45 calculates a damping force that should be generated by the left and right dynamic damper 9 to control the vibration of the vehicle body 2 based on the vibration accelerations a _y1 and a _y2 input from the left and right acceleration correction unit 44. To do. Then, the control command value calculation unit 45 calculates a target current value to be supplied to the actuator of the left and right motion damper 9 based on the calculated damping force, and outputs the target current value to the left and right motion damper 9 as a control command signal. .

Next, a control program for the left and right motion damper 9 executed by the controller 41 for each control cycle will be described with reference to FIG.

First, in step 31, the controller 41 detects the lateral accelerations a _sy1 , a _sy2 , the yaw rate ω _z, and the vehicle speed v based on the detection signals from the

sensors

11, 12, 13. In this case, as in the first embodiment, the controller 41 converts the detection signals of the

sensors

11, 12, and 13 made of analog signals into digital signals using, for example, an AD converter (not shown). .

Next, in step 32, the excess centrifugal acceleration calculation unit 43 of the controller 41 calculates an excess centrifugal acceleration by the yaw rate omega _z and the vehicle speed v. In this case, as shown in the above equation 1, the centrifugal acceleration a _r calculated based on the yaw rate ω _z and the vehicle speed v is estimated as the excess centrifugal acceleration.

In step 33, the lateral acceleration correction unit 44 of the controller 41 calculates the inclination θ of the vehicle body 2 using the lateral accelerations a _sy1 and a _sy2 , the centrifugal acceleration a _r and the gravitational acceleration g. Specifically, the low-

pass filters

44A and 44B of the left and right acceleration correction unit 44 respectively _obtain vibration accelerations a _y1 and a _y2 that are left and right accelerations of vibration components from the left and right accelerations a _sy1 and a _sy2 detected by the respective left and right acceleration sensors 11. The left and right accelerations a _syf1 and a _syf2 are calculated by _removing them (see Equations 9 and 10). Then, the inclination calculation unit 44C of the left / right acceleration correction unit 44 calculates the inclination θ of the vehicle body 2 using the left / right accelerations a _syf1 , a _syf2 , the centrifugal acceleration a _r and the gravitational acceleration g (Equation 13 and Equation 14). See formula).

In step 34, the lateral acceleration correction unit 44 of the controller 41 uses the lateral accelerations a _sy1 and a _sy2 obtained by the lateral acceleration sensor 11 and the inclination θ of the vehicle body 2 obtained in step 33 above, at the center position of the vehicle body 2. Vibration accelerations a _y1 and a _y2 are calculated (see Equations 15 and 16).

In step 35, the control command value calculation unit 45 of the controller 41 calculates a control command value for controlling the left and right motion damper 9 based on the vibration accelerations a _y1 and a _y2 obtained by the left and right acceleration correction unit 44.

Thus, in the fourth embodiment, it is possible to obtain substantially the same function and effect as in the first embodiment. In the fourth embodiment, the controller 41 calculates vibration accelerations a _y1 and a _y2 that are vibration components of the vehicle body 2 based on the inclination θ of the vehicle body 2 of the vehicle 1. As a result, even if there is no information on the inclined surface of the cant or the vehicle body tilting device, the inclination θ of the vehicle body 2 is estimated, and the vibration accelerations a _y1 and a _y2 that cause the vehicle body 2 to vibrate based on the inclination θ of the vehicle body 2 are estimated. Can be calculated.

In the first embodiment, the left / right acceleration sensor 11 and the yaw rate sensor 12 are provided in the vehicle body 2 at two positions located immediately above each carriage 3. However, the present invention is not limited to this, and the lateral acceleration and yaw rate at a required location may be obtained by calculation using a detection signal from a sensor provided at an arbitrary position of the vehicle body. Therefore, the lateral acceleration sensor and the yaw rate sensor may be provided on the vehicle body one by one. This configuration can be similarly applied to the second, third, and fourth embodiments.

In the third embodiment, the controller 31 calculates excess centrifugal acceleration based on the curve radius r at the travel position of the vehicle 1 and uses the excess centrifugal acceleration to vibrate which is a vibration component of the vehicle body 2. The acceleration a _y1 and a _y2 are obtained. However, the present invention is not limited to this, and as in the second embodiment, the vibration acceleration may be calculated by removing the lateral component due to the gravitational acceleration from the excess centrifugal acceleration calculated based on the curve radius.

In the fourth embodiment, the lateral acceleration correction unit 44 is the lateral acceleration of the vibration component from the lateral accelerations a _sy1 and a _sy2 detected by the lateral acceleration sensors 11 using the low-

pass filters

44A and 44B. The vibration accelerations a _y1 and a _y2 are each removed. However, the present invention is not limited to this, and the left / right acceleration correction unit may be configured to obtain the average value at predetermined time intervals from the acceleration detected by the left / right acceleration sensor and remove the vibration acceleration. Specifically, for example, when the period of vibration acceleration is about 0.5 seconds and the vibration period of the roll component of the vehicle body is about 1.5 seconds, every second from the acceleration detected by the left-right acceleration sensor. It is good also as a structure which calculates | requires the average value in and removes vibration acceleration.

In the fourth embodiment, the excess centrifugal acceleration calculation unit 43 detects the excess centrifugal acceleration of the vehicle body 2 based on the yaw rate ω _z of the vehicle body 2 and the vehicle speed v. However, the present invention is not limited to this, and similarly to the third embodiment, the excess centrifugal acceleration calculation unit calculates the vehicle body based on the yaw rate ω _z of the vehicle body and the curve radius r calculated from the vehicle position information. It is good also as a structure which detects the excess centrifugal acceleration of.

Moreover, in the said 1st Embodiment, although the controller 10 was set as the structure which calculates the damping force command value of the right-and-left damper 9 by a skyhook control law, this invention is not limited to this, For example, a LQG control law, The damping force command value may be calculated based on another control law such as an H∞ control law. This configuration can also be applied to the second, third, and fourth embodiments.

In each of the above-described embodiments, the case where the

dampers

8 and 9 are semi-active dampers has been described as an example. However, instead of this, an active damper may be used.

Further, in each of the above-described embodiments, the case where the present invention is applied to the

dampers

8 and 9 including the damping force adjusting hydraulic shock absorber in which the hydraulic oil is enclosed has been described as an example. However, the present invention is not limited to this. For example, the present invention may be applied to a damping force adjustment type pneumatic shock absorber in which air is sealed as a working fluid.

Furthermore, in each of the above-described embodiments, the case where the suspension control device of the present invention is applied to the

railway vehicles

1 and 21 has been described as an example, but it may be applied to other vehicles such as automobiles.

Next, the invention included in each of the embodiments will be described. According to the present invention, the controller detects a lateral acceleration detection unit that detects a lateral acceleration of the vehicle body acting in a lateral direction with respect to a traveling direction of the vehicle, and detects an excess centrifugal acceleration of the vehicle body based on the yaw rate of the vehicle body, Alternatively, an excess centrifugal acceleration detection unit to be estimated and a vibration acceleration calculation unit that subtracts the detection value of the excess centrifugal acceleration detection unit from the detection value of the left and right acceleration detection unit to obtain the lateral acceleration of the vibration component. . For this reason, the lateral acceleration of the vibration component can be obtained based on the yaw rate of the vehicle body. As a result, the damping force of the damping force adjusting type shock absorber can be controlled based on the lateral acceleration of the vibration component that causes the vehicle body to vibrate even when the vehicle is subjected to a lateral acceleration associated with a curved run. Riding comfort can be improved.

According to the present invention, the excessive centrifugal acceleration detector is configured to calculate the excessive centrifugal acceleration based on the traveling speed of the vehicle. Thereby, the excess centrifugal acceleration can be calculated from the traveling speed of the vehicle and the yaw rate, and the lateral acceleration of the vibration component of the vehicle body can be detected based on the excess centrifugal acceleration. As a result, since it is not necessary to acquire the traveling position of the vehicle, the applicable track section can be expanded compared to the case where control is performed based on the traveling position information of the vehicle.

According to the present invention, the excessive centrifugal acceleration detection unit is configured to calculate the excessive centrifugal acceleration based on the lateral component of the gravitational acceleration. As a result, even when the vehicle inclines during running on a curve due to canting or the like, the excess centrifugal acceleration can be calculated by removing the lateral component of the gravitational acceleration due to such inclination. As a result, the excessive centrifugal acceleration actually acting on the vehicle body can be calculated in consideration of the influence of cant and the like.

According to the present invention, the excessive centrifugal acceleration detector is configured to calculate the excessive centrifugal acceleration based on the vehicle position information. Thereby, the excess centrifugal acceleration can be calculated without using the traveling speed of the vehicle, and the lateral acceleration of the vibration component of the vehicle body can be obtained using the excess centrifugal acceleration.

According to the present invention, the vibration acceleration calculating unit calculates the inclination of the vehicle body based on the lateral acceleration, excess centrifugal acceleration, and gravitational acceleration, and obtains the lateral acceleration of the vibration component based on the inclination of the vehicle body. . As a result, even if there is no information on the cant tilt surface and the vehicle body tilting device, the vehicle body tilt can be estimated, and the vibration acceleration that causes vibration in the vehicle body can be calculated based on the vehicle body tilt.

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

As a first aspect of the suspension control apparatus, a suspension control including a damping force adjustment type shock absorber provided in a vehicle having a vehicle body and a carriage, and a controller for controlling the damping force of the damping force adjustment type shock absorber. A controller for detecting a lateral acceleration of the vehicle body acting in a lateral direction with respect to a traveling direction of the vehicle; and an excess centrifugal acceleration of the vehicle body based on a yaw rate of the vehicle body. An excess centrifugal acceleration detector that detects or estimates; and a vibration acceleration calculator that subtracts the detected value of the excess centrifugal acceleration detector from the detected value of the left and right acceleration detector to obtain the lateral acceleration of the vibration component.

As a second aspect, in the first aspect, the excess centrifugal acceleration detection unit calculates the excess centrifugal acceleration based on the traveling speed of the vehicle.

As a third aspect, in the first aspect or the second aspect, the excess centrifugal acceleration detection unit calculates the excess centrifugal acceleration based on a lateral component of gravity acceleration.

As a fourth aspect, in the first aspect, the excess centrifugal acceleration detection unit calculates the excess centrifugal acceleration based on position information of the vehicle.

As a fifth aspect, in any one of the first to fourth aspects, the vibration acceleration calculation unit calculates the inclination of the vehicle body based on lateral acceleration, excess centrifugal acceleration, and gravitational acceleration, and The lateral acceleration of the vibration component is obtained based on the inclination of the vehicle body.

1,21 Railway vehicles (vehicles)
2 Body 3 Bogie 8 Vertical motion damper (damping force adjustable shock absorber)
9 Left and right dynamic damper (damping force adjustable shock absorber)
10, 22, 31, 41 Controller 11 Left / right acceleration sensor (left / right acceleration detection unit)
15, 27, 35, 43 Excess centrifugal acceleration calculation unit (excess centrifugal acceleration detection unit)
16, 28, 36, 44 Lateral acceleration correction unit (vibration acceleration calculation unit)
23 Vertical acceleration sensor

Claims

A damping force adjusting shock absorber provided in a vehicle having a vehicle body and a carriage;
A suspension control device comprising a controller for controlling the damping force of the damping force adjusting shock absorber,
The controller is
A lateral acceleration detector for detecting lateral acceleration of the vehicle body acting in the lateral direction with respect to the traveling direction of the vehicle;
An excess centrifugal acceleration detector for detecting or estimating excess centrifugal acceleration of the vehicle body based on the yaw rate of the vehicle body;
A vibration acceleration calculation unit for subtracting a detection value of the excess centrifugal acceleration detection unit from a detection value of the left / right acceleration detection unit to obtain a lateral acceleration of a vibration component;
A suspension control apparatus comprising:
The suspension control device according to claim 1, wherein the excess centrifugal acceleration detection unit calculates the excess centrifugal acceleration based on a traveling speed of the vehicle.
The suspension control device according to claim 1 or 2, wherein the excess centrifugal acceleration detection unit calculates the excess centrifugal acceleration based on a lateral component of gravity acceleration.
The suspension control device according to claim 1, wherein the excess centrifugal acceleration detection unit calculates the excess centrifugal acceleration based on position information of the vehicle.
The vibration acceleration calculation unit calculates the inclination of the vehicle body based on lateral acceleration, excess centrifugal acceleration, and gravitational acceleration,
The suspension control device according to any one of claims 1 to 4, wherein a lateral acceleration of the vibration component is obtained based on an inclination of the vehicle body.