JP6495497B1 - Active damping device - Google Patents

Abstract

An object of the present invention is to suppress a vibration of an object to be damped with high accuracy with an inexpensive configuration without requiring an inertial sensor such as an acceleration sensor. An active vibration control device according to one embodiment includes a wheel 41 supported via a elastic body on a base 45 attached to a vibration suppression target, and an electromagnetic actuator 43 for adjusting a distance between the base 45 and the wheel 41. The electric signal generated in the electromagnetic actuator 43 is detected by the fluctuation of the traveling surface received by the wheel 41 during traveling, and the movement of the vibration control target is estimated from the electric signal, and the movement of the vibration control target is calculated based on the estimation result. And a controller 63 for driving the electromagnetic actuator 43 in the direction of damping. [Selected figure] Figure 8

Description

  Embodiments of the present invention relate to an active vibration control system generally used for vehicles.

  With the speeding up of elevators, the importance of techniques for suppressing vibration (horizontal vibration) during traveling of a car is increasing. The greatest cause of the vibration that occurs during traveling is the slight deflection of the guide rails. That is, when the car is traveling along the guide rails, when the car travels at high speed on a guide rail which originally has a slight deflection, a forced displacement acts on the car and vibrates horizontally.

  Therefore, there has been proposed a technology of an active roller guide that actively suppresses the vibration of the car. The active roller guides are provided in contact with the guide rails at the upper and lower sides of the car. An acceleration sensor is installed in the car, and feedback control of the roller guide actuator is performed based on the vibration detected by the acceleration sensor while traveling, thereby actively suppressing the vibration of the car.

Patent No. 4161063 Patent No. 4317204 Patent No. 4762483 gazette Patent No. 4816649 gazette

  Generally, in a system that actively suppresses the vibration of the vibration control target including the above-described active roller guide, an inertial sensor such as an acceleration sensor is required to detect the vibration of the vibration control target.

  Here, a commonly used low-cost MEMS acceleration sensor is designed to detect vibrations of about 1 to 2 G. For this reason, the MEMS acceleration sensor can not accurately detect micro-oscillations of the elevator, and vibration control using the same is difficult. On the other hand, a highly accurate acceleration sensor such as a servo type acceleration sensor is expensive, and when a plurality of acceleration sensors are used to improve the vibration control performance, the cost of the vibration control system significantly increases and is not practical.

  Furthermore, when using an acceleration sensor, it is necessary to perform integration twice in the process of obtaining the displacement from the acceleration. For this reason, errors due to operations are easily accumulated, and responsiveness is also poor. Therefore, it is required to perform damping control without using an inertial sensor such as an acceleration sensor.

  The problem to be solved by the present invention is to provide an active vibration control device capable of suppressing the vibration of the vibration control object with high accuracy by an inexpensive configuration without requiring an inertial sensor such as an acceleration sensor. .

In an active vibration damping device according to one embodiment, a wheel supported via a resilient body on a base attached to a vibration damping target, an electromagnetic actuator for adjusting a distance between the base and the wheel, and the wheel during traveling The electric signal generated in the electromagnetic actuator is detected by the fluctuation of the traveling surface received, and the movement of the damping object including the absolute displacement of the damping object is estimated from the electric signal according to a previously prepared state space model equation , And a controller for driving the electromagnetic actuator in a direction for damping the movement of the damping target based on the estimation result.

FIG. 1 is a view schematically showing the configuration of a mechanical suspension. FIG. 2 is a view schematically showing the configuration of the skyhook damper. FIG. 3 is a view schematically showing a configuration of an active suspension using an acceleration sensor. FIG. 4 is a view showing the configuration of the sensorless active suspension in the first embodiment. FIG. 5 is a view showing the configuration of an equivalent circuit of the actuator in the first embodiment. FIG. 6 is a view showing a configuration of a control system used for the sensorless active suspension in the first embodiment. FIG. 7 is a flow chart showing the operation of the controller in the first embodiment. FIG. 8 is a view schematically showing a configuration in which a sensorless active suspension is used for the vehicle in the first embodiment. FIG. 9 is a view showing a configuration of a control system used for the sensorless active suspension in the second embodiment. FIG. 10 is a view schematically showing a configuration in the case where a sensorless active suspension is used for the vehicle in the third embodiment. FIG. 11 is a view partially showing a configuration in the case of using a sensorless active roller guide in an elevator according to a fourth embodiment. FIG. 12 is a view showing the configuration of a sensorless active roller guide according to the fourth embodiment. FIG. 13 is a view showing the shape of a guide rail in the fourth embodiment.

  First, before describing an embodiment of the present invention, the configuration of a general damping device will be described using FIGS. 1 to 3.

  FIG. 1 is a view schematically showing the configuration of a mechanical suspension.

  Generally, in order to suppress vibration of vehicles, such as a car, a damping device called "suspension" is used. This suspension is provided with a spring 4 and a damper 5 between the vehicle body 1 and the wheel 2, and the force received from the traveling surface 3 of the vehicle body 1, the force acting directly on the vehicle body 1 (for example, gravity and the force generated by the passenger and load Absorb). In the figure, m is weight, k is a spring constant, and c is a damping coefficient (damping coefficient).

  Here, the traveling surface 3 with which the wheel 2 is in contact is a fluctuating surface, and since the traveling speed of the vehicle body 1 changes, it has temporal fluctuation, that is, fluctuation characteristics of a wide frequency band. Further, with regard to the force acting directly on the vehicle body 1, the force transmitted from the power source etc. has a wide frequency band. If the spring constant k and the damping coefficient c are set lower, the transmission of the low frequency component from the traveling surface 3 to the vehicle body 1 can be suppressed. However, since the reaction force of the damper 5 is increased with respect to the vibration of the high frequency component, the reaction force acts on the vehicle body 1 and the vibration transmission is increased. If the damping coefficient c is further reduced, vibration transmission can be suppressed even for high frequency components, but the effect of damping unrestrained vibration is reduced, and the damping effect on the force directly transmitted to the vehicle body 1 is also reduced.

  With respect to such a problem, a damping device called a "skyhook damper" as shown in FIG. 2 is considered. In the skyhook damper, the damper 5 connects the virtual ceiling 6 and the vehicle body 1 which do not change. This solves the problem associated with the damping coefficient c. However, as a matter of course, it is impossible to connect the existing damper 5 to the virtual ceiling 6, and the skyhook damper can not be realized only by the mechanical element.

  Therefore, an "active suspension" is used to realize a system equivalent to the skyhook damper. In the active suspension, as shown in FIG. 3, instead of the spring 4 and the damper 5, an actuator 7 is interposed between the vehicle body 1 and the wheel 2 to perform feedback control. The feedback control is realized by taking a voltage signal equivalent to the acceleration of the vehicle body 1 measured by the acceleration sensor 8 into the controller 9 to perform calculation and drivingly controlling the actuator 7 based on the calculation result.

  In the elevator, the above-described active suspension method is also used for a roller guide corresponding to a suspension. However, the active suspension needs a sensor for measuring the movement (vibration) of the object to be damped, and is more expensive than a general suspension composed of the spring 4 and the damper 5.

  The present invention has been made in view of the above-described points, and provides an active suspension (sensorless active suspension) having no sensor in order to control a vibration to be damped with high accuracy with a low cost configuration. In the present invention, a detector that converts the motion of an object itself into an electrical signal, such as an acceleration sensor or a displacement sensor, is called a sensor, and a circuit element that detects current or voltage is not called a sensor. It shall be.

  According to the sensorless active suspension of the present invention, the elastic body is interposed between the vehicle body 1 and the wheel 2 together with the electromagnetic actuator, and based on the predetermined equation of motion and electric circuit equation, the fluctuation of the wheel 2 during traveling is received and electromagnetic From the electric signal (excitation current or voltage equivalent to the excitation current) generated in the actuator, the motion of the vehicle body 1 to be damped is estimated. The “movement of the vehicle body 1” referred to here is a movement when the vehicle body 1 vibrates during traveling, and has a displacement and a speed with respect to the traveling surface 3.

  Conventionally, in order to realize a damping system equivalent to the above-described skyhook damper, it is necessary to detect the movement of the vehicle body 1 relative to a reference point fixed in space, that is, the absolute movement of the vehicle body 1 in inertial space. Therefore, the expensive acceleration sensor 8 was needed.

  On the other hand, in the present invention, since the movement of the vehicle body 1 with respect to the traveling surface 3 is detected in real time based on the electric signal generated in the electromagnetic actuator, the acceleration sensor 8 is not necessary. Usually, in order to keep the wheels 2 in contact with the traveling surface 3, their displacements are substantially equal. Therefore, in the equation of motion, the relative displacement of the vehicle body 1 and the wheel 2 is used. Here, the sum of the movement of the vehicle body 1 generated by the traveling surface 3 and the relative displacement of the vehicle body 1 and the wheel 2 is the absolute displacement of the vehicle body 1 in the inertial space.

  Hereinafter, embodiments of the present invention will be described.

First Embodiment
FIG. 4 is a view showing the configuration of the sensorless active suspension 40 in the first embodiment. The sensorless active suspension 40 in the present embodiment is used for a vehicle such as a car.

  As shown in FIG. 4, the sensorless active suspension 40 includes a wheel 41, a spring 42, an electromagnetic actuator 43, a guide 44, and a base 45. The wheel 41 is attached to the guide 44 via a bearing 41a, contacts the traveling surface 3, and rotates about an axis. The guide 44 is movably supported up and down by a base 45 attached to the object to be damped through a connecting member 44a. A spring 42, which is an elastic body, is provided between the base 45 and the guide 44 and presses the wheel 41 against the traveling surface 3 via the guide 44. The electromagnetic actuator 43 is provided between the base 45 and the guide 44 in parallel with the spring 42 to dynamically adjust the distance between the base 45 and the wheel 21.

  In the example shown in FIG. 4, the guide 44 linearly moves at a right angle to the base 45. However, the movement of the guide 44 may be a linear movement non-perpendicular to the base 45 or may be a rotation. However, the description herein does not limit the movement of the guide 44. The electromagnetic actuator 43 may be any type of electromagnetic actuator having a coil.

  FIG. 5 is a diagram showing the configuration of the equivalent circuit 50 of the electromagnetic actuator 43. As shown in FIG. When the electromagnetic actuator 43 is represented by an equivalent circuit 50, it is constituted of a coil element 51, a resistive element 52 and a back electromotive force element 53. e is a voltage applied to the electromagnetic actuator 43, and i is an excitation current flowing through the electromagnetic actuator 43. When a voltage e is applied to the electromagnetic actuator 43, a back electromotive voltage is generated in the back electromotive force element 53 via the coil element 51 and the resistance element 52.

  FIG. 6 is a diagram showing the configuration of a control system 60 used for the sensorless active suspension 40, and FIG. 7 is a flowchart showing the operation of the controller 63 provided in the control system 60.

  The control system 60 comprises a resistor 61, an amplifier 62 and a controller 63. The electromagnetic actuator 43 forms a closed circuit by the amplifier 62 and the resistor 61. The electromagnetic actuator 43 is the same as a generator, and the movement when extending / contracting according to the fluctuation characteristic of the traveling surface 3 during traveling appears as an electric signal. Therefore, if the electric signal at this time can be detected, the movement (vibration) of the vibration control target with respect to the fluctuation of the traveling surface 3 is known, and active control is performed by controlling the electromagnetic actuator 43 according to the movement of the vibration control target. It is possible to suppress the movement of the vibration target

  In the example of FIG. 6, the excitation current i flowing through the electromagnetic actuator 43 is calculated from the voltage across the terminals of the resistor 61 connected in series with the electromagnetic actuator 43, and a voltage command value is used as a feedback signal to the amplifier 62 based on the calculation result. Is output.

  Specifically, as shown in the flowchart of FIG. 7, the excitation current i flows in the electromagnetic actuator 43 due to the fluctuation of the traveling surface 3 which the wheel 41 receives during traveling. The controller 63 obtains the excitation current i at that time by calculation (step S11), and estimates the displacement and speed representing the movement (vibration) of the vibration control target from the excitation current i (step S12). The controller 63 generates a voltage command value for damping the movement of the vibration control target based on the estimation result (step S13), and outputs the voltage command value to the amplifier 62 to drive the electromagnetic actuator 43 (step S14). By such an operation, it is possible to suppress the vibration generated in the damping target.

  Here, the principle of the above-described operation will be described in detail using the respective elements shown in FIG. 3, FIG. 5, and FIG. The actuator 7 described below corresponds to the electromagnetic actuator 43 shown in FIG.

  The equation of motion in the present embodiment is expressed by equation (1).

m is the mass of the vehicle body 1, k is a spring constant, c is a damper damping coefficient, k _i is a thrust coefficient of the actuator 7, i is an excitation current flowing through the actuator 7, x ₁ is a relative displacement of the vehicle body 1 with respect to the traveling surface 3, x ₀ is the displacement of the traveling surface 3.

  Further, the circuit equation of the equivalent circuit 50 shown in FIG. 5 is expressed by equation (2).

L is the inductance of the coil element 51, and R is the resistance value of the resistive element 52. Further, kv is a coefficient of the back electromotive force element 53 determined by the characteristics of the actuator 7, and e is a voltage applied to the actuator 7. That is, equation (2) means that the relative displacement (x ₁ −x ₀ ) of the vehicle body 1 with respect to the traveling surface 3 appears as the velocity of the actuator 7 and a counter electromotive voltage corresponding to the velocity is generated.

  From the above equation (1) and equation (2), the state space model of the damping system is expressed by equation (3).

  The model represented by equation (3) can be rewritten as an extension system, and the state space model is represented by equation (4).

e _21, e ₂₂ are constants, is an arbitrary value determined by considering the variation characteristic of the running surface 3, it is necessary to satisfy the e ₂₁ ≠ 0.

Here, the second line of Equation (4) indicates that the only variable that can be detected is the excitation current i. In the state space model, it means that all the state variables x _a , that is, the relative displacement and velocity of the vehicle 1 with respect to the traveling surface 3 and the displacement and velocity of the fluctuation of the traveling surface 3 can be estimated if Equation (5) is satisfied. Absolute displacement of the vehicle body 1 in the inertial space can be obtained.

  In the damping system of the present embodiment, equation (5) is satisfied by satisfying the following condition.

(Conditions) a ₂₁ ≠ 0 and a ₃₂ ≠ 0 and e ₂₁ ≠ 0
The physical meaning of the above conditions is "spring constant is not zero" and "the coil has a back EMF" and "has temporal variation". In other words, that "the elastic body having a spring constant" and "the electromagnetic actuator that generates the back electromotive force" are used, and "the damping object is traveling on the traveling surface which is temporally fluctuating" I mean.

  Therefore, as shown in FIG. 4, if the electromagnetic actuator 43 and the spring 42 are interposed between the base 45 and the wheel 2 and a model taking into consideration the temporal variation of the traveling surface 3 is constructed, the sensorless active suspension 40 can be realized.

  FIG. 8 is a view schematically showing a configuration in which the sensorless active suspension 40 is used for the vehicle 70. As shown in FIG.

  The vehicle 70 includes a vehicle body 71 which is a vehicle body, and the sensorless active suspension 40 is installed on front, rear, left and right wheel portions of the vehicle body 71. Although only two sensorless active suspensions 40 are shown in FIG. 8, two sensorless active suspensions 40 for the front wheels and two sensorless active suspensions 40 for the rear wheels are actually installed, and each has a controller. Connected to 63.

  In such a configuration, vibration is transmitted from the wheel 41 to the vehicle body 71 through the spring 42 and the electromagnetic actuator 43 during traveling. At that time, the controller 63 estimates the displacement and speed of the vehicle body 71 from the excitation current i flowing to the electromagnetic actuator 43, and drives and controls the electromagnetic actuator 43 in the direction to cancel it, thereby the vehicle surface 71 from the traveling surface (ground). Suppress the vibration transmitted to the

  Although the sensorless active suspension 40 is used here for all four wheels of the vehicle body 71, only the two front left and right wheels are sensorless active suspension, or only the two rear left and right wheels are used. Is a sensorless active suspension, and other wheels may use a normal suspension. Even in such a case, the vibration transmitted from the traveling surface (ground) to the vehicle body 71 can be actively suppressed by the same principle as described above.

  As described above, according to the first embodiment, by estimating the movement of the vehicle body to be damped from the electric signal of the electromagnetic actuator, the vibration generated in the damped object without using an inertial sensor such as an acceleration sensor is obtained. It can be suppressed.

Second Embodiment
Next, a second embodiment will be described.

  FIG. 9 is a view showing the configuration of a control system 60 used for the sensorless active suspension 40 in the second embodiment. The same parts as those in the configuration of FIG. 6 in the first embodiment are indicated by the same reference numerals, and the detailed description is omitted.

  In the second embodiment, a Hall element 64 is provided outside the closed circuit of the electromagnetic actuator 43 instead of the resistor 61 shown in FIG. The Hall element 64 converts the magnetic field generated around the current to be measured (here, the excitation current i flowing to the electromagnetic actuator 43) into a voltage using the Hall effect. The voltage generated by the Hall element 64 is equivalent to the excitation current i. Therefore, by inputting the voltage signal output from the Hall element 64 to the controller 63, the sensorless active suspension 40 can be realized on the same principle as the first embodiment.

  As described above, in the present invention, a detector that converts the motion of an object itself into an electrical signal is called a sensor, and a circuit element that detects current or voltage is not called a sensor. The Hall element 64 is not a sensor but a circuit element for voltage detection.

  The excitation current i flowing through the electromagnetic actuator 43 may be detected using another circuit element other than the hall element 64. The other parts may be the same as those in the first embodiment, and thus the description thereof will be omitted.

  As described above, according to the second embodiment, even when the excitation current of the electromagnetic actuator is detected using a circuit element such as a Hall element, an inertial sensor such as an acceleration sensor is used as in the first embodiment. The vibration which generate | occur | produces in damping object can be suppressed without using.

Third Embodiment
FIG. 10 is a view schematically showing a configuration in which the sensorless active suspension 40 is used for the vehicle 70 in the third embodiment.

  The vehicle 70 in the present embodiment includes a vehicle body 71 and a carriage 72 such as a chassis, and the sensorless active suspension 40 is provided between the vehicle body 71 and the carriage 72. Although only two sensorless active suspensions 40 are shown in FIG. 10, actually, two sensorless active suspensions 40 for the front wheels and two sensorless active suspensions 40 for the rear wheels are provided, each of which has a controller. Connected to 63.

  Here, the four wheels 41 provided on the front, rear, left, and right are connected to the carriage 72. The sensorless active suspension 40 is connected to the carriage 72 via a joint 73, and the vehicle body 71 is fixed to the base 45 of the sensorless active suspension 40.

  The configuration of the control system in this embodiment is the same as the configuration of FIG. 6 described in the first embodiment or the configuration of FIG. 9 described in the second embodiment. That is, the controller 63 estimates the displacement and speed of the vehicle body 71 from the excitation current i flowing through the electromagnetic actuator 43 of the sensorless active suspension 40, and drives and controls each electromagnetic actuator 43 in the direction to cancel it.

  In such a configuration, when a force from the traveling surface (ground) acts on each wheel 41 during traveling, a force and a moment for moving the carriage 72 are generated. Then, the vertical movement of the center of gravity of the carriage 72 and the rotation around the center of gravity axis occur. This movement exerts a force on the sensorless active suspension 40. As a result, the sensorless active suspension 40 absorbs the force transmitted to the carriage and suppresses the vibration transmitted from the traveling surface (ground).

  Here, the case has been described assuming that four sensorless active suspensions 40 are provided on the front and rear and right and left between the vehicle body 71 and the carriage 72. However, two sensorless active suspensions on the front left and right or rear The sensorless active suspension may be used at two locations on the left and right, and a normal suspension may be used at other locations. Even in such a case, the vibration transmitted from the traveling surface (ground) to the vehicle body 71 via the carriage 72 can be actively suppressed by the same principle as described above.

  As described above, according to the third embodiment, even in the configuration in which the electromagnetic actuator and the elastic body are interposed between the bogie to which the wheels are attached and the vehicle body to be damped, the first embodiment is preferable. Similarly to the above, by estimating the movement (displacement and velocity) of the vibration control target from the electric signal of the electromagnetic actuator, it is possible to suppress the vibration generated in the vibration control target without using an inertial sensor such as an acceleration sensor.

Fourth Embodiment
Next, a fourth embodiment will be described.

  In the fourth embodiment, a sensorless active suspension is applied to an elevator. In addition, the active damping device generally used for vehicles is called "active suspension", and the damping device used for elevators is called "active roller guide."

  FIG. 11 is a view partially showing the configuration in the case where a sensorless active roller guide 103 is used in the elevator 100 in the fourth embodiment.

  The elevator 100 comprises a car 102 mounted on a car frame 101. The car frame 101 is vertically movably supported by a pair of guide rails 104 provided upright in the hoistway, and moves along the guide rails 104 by driving of a hoisting machine (not shown). The cage 102 is moved up and down.

  Here, a total of four sensorless active roller guides 103 are provided at the top, bottom, left, and right of the car frame 101. These sensorless active roller guides 103 are sensorless active roller guides capable of suppressing vibration, and are connected to the controller 105 installed on the car 102 respectively.

  The structure of the sensorless active roller guide 103 is shown in FIG. Moreover, the shape of the guide rail 104 is shown in FIG.

  The sensorless active roller guide 103 includes one lateral roller 111 and two longitudinal rollers 112a and 112b. The guide rail 104 has a T-shaped cross section. The left and right direction roller 111 abuts on the tip end portion 121 a of the rail portion 121 of the guide rail 104, and the pair of front and rear direction rollers 112 a and 112 b abut on the side surface 122 of the rail portion 121.

  The left and right direction roller 111 is linearly guided in the direction toward the tip end portion 121 a of the rail portion 121 by the guide 113 c. The front and rear direction rollers 112a and 112b are linearly guided in the direction toward the both side surfaces 122 of the rail portion 121 by the guides 113a and 113b, respectively.

  The guides 113a and 113b are supported on the columns 115a and 115b by springs 114a and 114b, which are elastic bodies, respectively. Similarly, the guide 113c is also supported by the support 115c by a spring 114c which is an elastic body. The columns 115 a, 115 b and 115 c are fixed to the base 116. Therefore, the front and rear direction rollers 112 a and 112 b and the left and right direction roller 111 are indirectly spring-supported on the base 116.

  The guides 113a and 113b are connected to the electromagnetic actuators 117a and 117b, and the guide 113c is connected to the electromagnetic actuator 117c. These electromagnetic actuators 117a, 117b, and 117c are electromagnetic actuators that generate a back electromotive force similarly to the electromagnetic actuator 43 described in the first embodiment, and are fixed to the base 116 attached to the vibration suppression target .

  The electromagnetic actuators 117a and 117b adjust the distance between the base 116 and the longitudinal rollers 112a and 112b. Specifically, the electromagnetic actuators 117a and 117b are provided to the front and rear direction rollers 112a and 112b in order to adjust the distance between the front and rear direction rollers 112a and 112b movably attached to the base 116 and both side surfaces 122 of the rail portion 121. A force is generated on the side surfaces 122 of the portion 121 in a pressing or pulling direction.

  The electromagnetic actuator 117 c adjusts the distance between the base 116 and the left-right direction roller 111. Specifically, the electromagnetic actuator 117c adjusts the distance between the left and right direction roller 111, which is movably attached to the base 116, and the end portion 121a of the rail portion 121. Generate a force in the direction of pressing or pulling away from the

  The configuration of the control system in this embodiment is the same as the configuration of FIG. 6 described in the first embodiment or the configuration of FIG. 9 described in the second embodiment. That is, the controller 105 estimates the movement (displacement and velocity) of the car 102 to be damped from the excitation current flowing through the electromagnetic actuators 117a, 117b, 117c, and cancels the movement (displacement and velocity) of the car 102. Drive control individually.

  In such a configuration, the guide rail 104 is usually configured by vertically connecting a plurality of rail members having a predetermined length. It is extremely difficult to stand the guide rails 104 in a completely vertical position, and minute distortions exist. The distortion of the guide rail 104 acts as a forced displacement when the car 102 travels, and generates horizontal shaking (horizontal vibration).

  As shown in FIG. 12, sensorless active roller guides 103 are installed at four places, upper, lower, left, and right, of a car frame 101 surrounding the car 102. The sensorless active roller guide 103 is provided with electromagnetic actuators 117a, 117b, and 117c which are damping mechanisms.

  Here, when the rollers 111, 112a, 112b move due to the distortion of the guide rail 104, an excitation current is generated in the corresponding electromagnetic actuators 117a, 117b, 117c. The controller 105 detects the excitation current at this time according to the method described in the first or second embodiment, and estimates the movement (displacement and velocity) of the car 102 to be damped from the excitation current. The electromagnetic actuators 117a, 117b and 117c are individually driven in the direction to cancel them. Thus, the distance between the rollers 111, 112a and 122b and the guide rail 104 is adjusted, and the vibration of the car 102 is suppressed.

  As described above, according to the fourth embodiment, even when the sensorless active suspension is applied to an elevator, acceleration is estimated by estimating the movement (displacement and velocity) of the car to be damped from the electric signal of the electromagnetic actuator. It is possible to suppress the vibration generated in the damping target without using an inertial sensor such as a sensor.

  In the fourth embodiment, although the elevator has been described as an example, for example, if it is a moving object that travels on a rail like a train, the method of the present invention may be applied to reduce the vibration. It is possible.

  According to at least one embodiment described above, it is possible to provide an active vibration control device capable of suppressing the vibration of the vibration control object with high accuracy with an inexpensive configuration without requiring an inertial sensor such as an acceleration sensor. Can.

  While certain embodiments of the present invention have been described, these embodiments have been presented by way of example only, and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and the gist of the invention, and are included in the invention described in the claims and the equivalent scope thereof.

  Reference Signs List 1 vehicle body 2 wheel 3 running surface 4 spring 5 damper 6 virtual ceiling 7 actuator 8 acceleration sensor 9 controller 40 active sensorless suspension 41 wheel , 41a: bearings, 42: springs, 43: electromagnetic actuators, 44: guides, 44a: connecting members, 45: bases, 50: equivalent circuits of electromagnetic actuators, 51: coil elements, 52: resistance elements, 53: back electromotive force Elements 60 control system 61 resistors 62 amplifiers 63 controllers 64 hall elements 70 vehicles 71 cars 72 cars 73 cars joints 73 elevators 101 car frames , 102: car, 103: sensorless active roller guide, 104: guide rail, 111: lateral direction roller, 112a, 112b: longitudinal direction Guides, 114a to 114c, springs, 115a to 115c, posts, 116, bases, 117a to 117c, electromagnetic actuators, 121, rail portions, 121a, tip portions of rail portions, 122, rail portions side.

Claims (6)

A wheel supported via an elastic body on a base attached to a vibration damping target,
An electromagnetic actuator for adjusting the distance between the base and the wheel;
The electric signal generated in the electromagnetic actuator is detected by the fluctuation of the traveling surface received by the wheel during traveling, and the above-mentioned vibration control target including the absolute displacement of the vibration control target from the above electric signal according to a prepared state space model formula . A controller for driving the electromagnetic actuator in a direction for estimating movement and damping the movement of the vibration control target based on the estimation result. A dolly supported via an elastic body on a base attached to a vibration damping target,
Wheels attached to this dolly,
An electromagnetic actuator for adjusting the distance between the base and the carriage;
The electric signal generated in the electromagnetic actuator is detected by the fluctuation of the traveling surface received by the wheel during traveling, and the above-mentioned vibration control target including the absolute displacement of the vibration control target from the above electric signal according to a prepared state space model formula . A controller for driving the electromagnetic actuator in a direction for estimating movement and damping the movement of the vibration control target based on the estimation result. An active vibration control device installed on a portion of an elevator car facing a guide rail,
A roller supported via an elastic body at a base attached to the car and abutted against the guide rail;
An electromagnetic actuator for adjusting the distance between the base and the roller;
The electric signal generated in the electromagnetic actuator is detected by the fluctuation of the guide rail received by the roller during traveling, and the absolute displacement of the car to be damped is included from the electric signal according to a prepared state space model formula. A controller for driving the electromagnetic actuator in a direction for estimating the movement of the car and damping the movement of the car based on the estimation result. The above controller
The voltage equivalent to the excitation current which flows into the said electromagnetic actuator is detected from between the terminals of the resistance element connected in series with the said electromagnetic actuator as an electrical signal which generate | occur | produces in the said electromagnetic actuator, Active damping device according to claim 1. The above controller
The voltage detection element provided outside the closed circuit of the electromagnetic actuator detects a voltage equivalent to the excitation current flowing through the electromagnetic actuator as the electric signal generated in the electromagnetic actuator. Active damping device according to any one of the preceding claims.   The active vibration damping device according to claim 5, wherein the voltage detection element includes a Hall element.

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