GB2562676A

GB2562676A - Suspension control device

Info

Publication number: GB2562676A
Application number: GB1813310.8A
Authority: GB
Inventors: Kinoshita Tomohiro; Akami Yusuke
Original assignee: Hitachi Automotive Systems Ltd
Current assignee: Hitachi Astemo Ltd
Priority date: 2016-02-24
Filing date: 2017-02-10
Publication date: 2018-11-21
Anticipated expiration: 2037-02-10
Also published as: CN108698617A; CN108698617B; GB201813310D0; JP6571264B2; WO2017145794A1; JPWO2017145794A1; GB2562676B

Abstract

Provided is a suspension control device capable of cooperative control of vertical vibrations and horizontal vibrations. This suspension control device, which is provided on a vehicle having a vehicle body and a truck, is equipped with: a vertical-movement damping force generation mechanism which is provided between the vehicle body and the truck, and generates a force against the vertical vibrations; a horizontal-movement damping force generation mechanism which is provided between the vehicle body and the truck, and generates a force against the horizontal vibrations; a vertical movement controller which controls the force generated by the vertical-movement damping force generation mechanism; and a horizontal movement controller which controls the force generated by the horizontal movement damping force generation mechanism. The vertical movement controller determines the force to be generated by the vertical-movement damping force generation mechanism, according to the state of the horizontal-movement damping force generation mechanism.

Description

(56) Documents Cited:

EP 2842826 A1

JPH10147241 (58) Field of Search:

INT CL B61F

Other: Jitsuyo Shinan Koho 1922-1996; Jitsuyo Toroku Koho 1996-2017; Kokai Jitsuyo Shinan Koho 1971-2017; Toroku Jitsuyo Shinan Koho 1994-2017

B61F 5/10 (2006.01)

B61F5/30 (2006.01)

JP 2000264205 A (71) Applicant(s):

HITACHI AUTOMOTIVE SYSTEMS, Ltd 2520 Takaba, Hitachinaka-shi, Ibaraki 312-8503, Japan (72) Inventor(s):

Tomohiro Kinoshita

Yusuke Akami (74) Agent and/or Address for Service:

Barker Brettell LLP

100 Hagley Road, Edgbaston, BIRMINGHAM, B16 8QQ, United Kingdom (54) Title of the Invention: Suspension control device Abstract Title: Suspension control device (57) Provided is a suspension control device capable of cooperative control of vertical vibrations and horizontal vibrations. This suspension control device, which is provided on a vehicle having a vehicle body and a truck, is equipped with: a vertical-movement damping force generation mechanism which is provided between the vehicle body and the truck, and generates a force against the vertical vibrations; a horizontal-movement damping force generation mechanism which is provided between the vehicle body and the truck, and generates a force against the horizontal vibrations; a vertical movement controller which controls the force generated by the vertical-movement damping force generation mechanism; and a horizontal movement controller which controls the force generated by the horizontal movement damping force generation mechanism. The vertical movement controller determines the force to be generated by the vertical-movement damping force generation mechanism, according to the state of the horizontal-movement damping force generation mechanism.

AA First controller

BB Second controller

1/18

Fig. 1

Fig. 2

2/18

3/18

Fig. 3

GAIN OF VERTICALLY MOVING STROKE AMOUNT X OF ACTIVE SUSPENSIONS WITH HORIZONTALLY MOVING

REGARD TO ROLL VIBRATIONS ACTIVE SUSPENSION

4/18

Fig. 4

5/18

Fig. 5

GAIN OF VERTICALLY MOVING PISTON VELOCITY VP OF ACTIVE SUSPENSIONS WITH HORIZONTALLY MOVING

REGARD TO ROLL VIBRATIONS SEMI-ACTIVE SUSPENSION

6/18

Fig. 6

7/18

Fig. 7

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Fig. 8

GAIN OF HORIZONTALLY MOVING GAIN OF HORIZONTALLY GAIN OF VERTICALLY MOVING

ACTIVE SUSPENSION WITH MOVING ACTIVE SUSPENSION GAIN OF VERTICALLY MOVING ACTIVE SUSPENSIONS WITH REGARD TO SWAY VIBRATIONS WITH REGARD TO ROLL ACTIVE SUSPENSIONS WITH REGARD TO BOUNCE VIBRATIONS RUNNING SPEED V AND YAW VIBRATIONS VIBRATIONS REGARD TO ROLL VIBRATIONS AND PITCH VIBRATIONS OF VEHICLE

Low

TIME

9/18

Fig. 9

61(81)

Γ

64(85)

-63(84)

8A(82A)

-_<8A(82A)

8(82) —8(82)

SECOND CONTROLLER

FIRST CONTROLLER

9(83)

9A(83A)

10/18

Fig. 10

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Fig. 11

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Fig. 12

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Fig. 13

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Fig. 14

GAIN OF HORIZONTALLY MOVING STATE OF VERTICALLY ACTIVE SUSPENSION WITH MOVING ACTIVE REGARD TO ROLL VIBRATIONS SUSPENSION u

ON OFF -------------------------------------------(FAILED)--------------------------------------1--------------------------------------► ί TIME

L

High

Low

TIME

15/18

Fig. 15

START

STEP 71

NO

YES

VERTCALLY

MOVING SEM -ACT VE

SUSPENS ON HAS A

FA LURE?

STEP 73

NO

DIRECTION OF ''FORCE GENERATED BY VERTICALLY

MOVING SEMI-ACTIVE SUSPENSION IS -^DIRECTION OF SUPPRESSING ROLL, VIBRATIONS?

YES

STEP 75

STEP 74

DECREASE GAIN OF VERTICALLY MOVING SEMI-ACTIVE SUSPENSIONS WITH REGARD TO ROLL VIBRATIONS

INCREASE GAIN OF VERTICALLY MOVING SEMI-ACTIVE SUSPENSIONS WITH REGARD TO ROLL VIBRATIONS

STEP 72

INCREASE GAIN OF HORIZONTALLY MOVING ACTIVE SUSPENSION WITH REGARD TO ROLL VIBRATIONS

16/18

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	HORIZONTAL MOTION CONTROLLING CONTROLLER		VERTICAL MOTION CONTROLLING CONTROLLER

- 1 DESCRIPTION

SUSPENSION CONTROL DEVICE

TECHNICAL FIELD [0001] The present invention relates to a suspension control device preferably used to reduce vibration and the like of a vehicle body.

BACKGROUND ART [0002] For example, a known configuration of a suspension control device for railway includes a horizontal motion control damper that is capable of adjusting a damping force (as described in, for example, Patent Literature 1).

CITATION LIST

PATENT LITERATURE [0003] PTL 1: JP 2007-269201A

SUMMARY OF INVENTION

TECHNICAL PROBLEM [0004] With a view to further improving the behaviors of the vehicle, it has been examined that a vertical motion control damper is employed in addition to the horizontal motion control damper. In simple combination of controls of the two dampers, for example, in the event of rolling, the horizontal motion control damper performs control to suppress the rolling, whereas the vertical motion control damper reduces the control power not to interfere with this action. When the horizontal motion control damper reaches its stroke end, the horizontal motion control damper fails to suppress the rolling any more. The vertical motion control damper is, however, controlled to reduce its control power and thus fails to act to increase the effect of suppressing the rolling.

[0005] The vehicle has different behaviors according to the running speed of the vehicle. For example, it is known that vibrations in a horizontal direction are predominant during high-speed drive, due to the effects of aerodynamic force excitation and the like and that vibrations in a vertical direction are predominant during low-speed drive. There is

-2accordingly a need to perform cooperative control according to the vehicle speed. [0006] An object of the present invention is to provide a suspension control device configured to control vibration in a vertical direction and vibration in a horizontal direction in a cooperative manner.

SOLUTION TO PROBLEM [0007] According to one embodiment of the present invention, a suspension control device is provided on a vehicle including a vehicle body and a truck. This suspension control device includes a vertical power generating mechanism for being placed between the vehicle body and the truck configured to generate a force with regard to vibration in a vertical direction; a horizontal power generating mechanism for being placed between the vehicle body and the truck configured to generate a force with regard to vibration in a horizontal direction; a vertical motion controlling controller configured to control the force generated by the vertical power generating mechanism; and a horizontal motion controlling controller configured to control the force generated by the horizontal power generating mechanism. The vertical motion controlling controller determines the force generated by the vertical power generating mechanism according to a condition of the horizontal power generating mechanism.

[0008] The configuration of this one embodiment of the present invention controls the vibration in the vertical direction and the vibration in the horizontal direction in a cooperative manner.

BRIEF DESCRIPTION OF DRAWINGS [0009] Fig. 1 is a diagram schematically illustrating a railway vehicle with a suspension control device according to each of first to fourth embodiments, a ninth embodiment and a tenth embodiment applied thereto;

Fig. 2 is a flow diagram showing a cooperative control program according to the first embodiment;

Fig. 3 is a timing chart showing variations in stroke amount of a horizontally moving active suspension and in gain of vertically moving active suspensions;

-3 Fig. 4 is a flow diagram showing a cooperative control program according to the third embodiment;

Fig. 5 is a timing chart showing variations in piston velocity of a horizontally moving semi-active suspension and in gain of vertically moving active suspensions;

Fig. 6 is a diagram schematically illustrating a railway vehicle with a suspension control device according to each of fifth and seventh embodiments applied thereto;

Fig. 7 is a flow diagram showing a cooperative control program according to the fifth embodiment;

Fig. 8 is a timing chart showing variations in running speed of the vehicle, in gain of a horizontally moving active suspension and in gain of vertically moving active suspensions;

Fig. 9 is a diagram schematically illustrating a railway vehicle with a suspension control device according to each of sixth and eighth embodiments applied thereto;

Fig. 10 is a flow diagram showing a cooperative control program according to the sixth embodiment;

Fig. 11 is a flow diagram showing a cooperative control program according to the seventh embodiment;

Fig. 12 is a flow diagram showing a cooperative control program according to the eighth embodiment;

Fig. 13 is a flow diagram showing a cooperative control program according to the ninth embodiment;

Fig. 14 is a timing chart showing variations in state of vertically moving active suspensions and in gain of a horizontally moving active suspension;

Fig. 15 is a flow diagram showing a cooperative control program according to the tenth embodiment;

Fig. 16 is a timing chart showing variations in state, stroke amount, ideal damping force and gain of vertically moving semi-active suspensions and in gain of a horizontally moving active suspension;

Fig. 17 is a diagram schematically illustrating a railway vehicle with a suspension

-4control device according to a first modification applied thereto; and

Fig. 18 is a diagram schematically illustrating a railway vehicle with a suspension control device according to a second modification applied thereto.

DESCRIPTION OF EMBODIMENTS [0010] The following describes the suspension control device according to embodiments in detail with reference to accompanied drawings.

[0011] Figs. 1 to 3 illustrate a first embodiment of the present invention. In Fig. 1, a railway vehicle 1 (vehicle) includes a vehicle body 2 which passengers, crew and the like board and front side and rear side trucks 3 (only one is illustrated) provided under the vehicle body 2. These trucks 3 are placed away from each other on a front side and a rear side of the vehicle body 2, and each of the trucks 3 is provided with four wheels 4. The railway vehicle 1 is driven to run along left and right rails 5 by rotation of the respective wheels 4 on the rails 5.

[0012] Axle springs 6 are provided between the truck 3 and the wheels 4 to relieve vibration and shock from the wheels 4 (wheel and axle). A plurality of pneumatic springs 7 serving as bolster springs are provided between the vehicle body 2 and the truck 3, and a plurality of vertically moving active suspensions 8 serving as a vertical power generating mechanism are provided in parallel to the pneumatic springs 7. The pneumatic springs 7 and the vertically moving active suspensions 8 are placed on both the left side and the right side of the truck 3. Each truck 3 is thus provided with two pneumatic springs 7 and two vertically moving active suspensions 8. Accordingly, the railway vehicle 1 is totally provided with four pneumatic springs 7 and four vertically moving active suspensions 8. [0013] Each of the vertically moving active suspensions 8 is configured by an active damper that generates a force opposite to the vibration (damping force) by means of an actuator 8 A. The active damper includes a piston that reciprocates in a cylinder. The active damper may be any of a hydraulic or pneumatic system using hydraulic oil or the compressed air as a power source, an electrically operated type using an electric actuator, and an electromagnetic type using electromagnetic force such as a linear motor. This vertically

-5moving active suspension 8 generates a force to reduce vibrations in the vertical direction of the vehicle body 2 relative to the truck 3. The vertically moving active suspension 8 accordingly serves to reduce vibrations in the vertical direction of the vehicle body 2.

[0014] A horizontally moving active suspension 9 serving as a horizontal power generating mechanism is provided between the vehicle body 2 and the truck 3 along the horizontal direction of the vehicle 1. Like the vertically moving active suspension 8, the horizontally moving active suspension 9 is configured by an active damper that performs an active operation. More Accordingly, the horizontally moving active suspension 9 generates a force opposite to vibration (damping force) by means of an actuator 9A. This horizontally moving active suspension 9 generates a force to reduce vibrations in the horizontal direction of the vehicle body 2 relative to the truck 3. The horizontally moving active suspension 9 accordingly serves to reduce vibrations in the horizontal direction of the vehicle body 2. [0015] A vehicle body vibration sensor 10 is provided, for example, in the vehicle body 2 on the sprung mass side to detect vibrations in the vertical direction, vibrations in the horizontal direction, roll vibrations, sway vibrations, yaw vibrations and the like of the vehicle body 2. Accordingly, the vehicle body vibration sensor 10 is configured as a vehicle body condition detector to detect the vibrating conditions of the vehicle body 2.

This vehicle body vibration sensor 10 is configured by for example, a horizontal acceleration sensor of the vehicle body 2 acting in the left-right direction relative to the moving direction of the vehicle 1, a longitudinal acceleration sensor of the vehicle body 2 acting in a longitudinal direction, and an angular velocity sensor configured to detect vibrations in a roll direction, a pitch direction, a yaw direction and the like.

[0016] The vehicle body vibration sensor 10 is configured as a composite sensor that is capable of measuring all of vibrations in the vertical direction, vibrations in the horizontal direction, roll vibrations, pitch vibrations, yaw vibrations, sway vibrations, bounce vibrations and the like. The present invention is, however, not limited to this configuration but may employ separate sensors to individually measure these vibrations.

[0017] A first controller 11 is configured by, for example, a microcomputer and the like and

-6calculates a force (damping force) that is to be generated by the vertically moving active suspension 8 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The first controller 11 computes a control command signal (control command), such as a target current value that is to be output to the actuator 8A of the vertically moving active suspension 8, and controls the damping force of the vertically moving active suspension 8. More specifically, the controller 11 controls the damping force of the vertically moving active suspension 8 per sampling time based on, for example, sky-hook theory (sky-hook control law), with a view to reducing vibrations in the vertical direction and roll vibrations of the vehicle body 2. The vertically moving active suspension 8 is controlled to change the damping force continuously or in multiple steps, in response to the control command signal supplied to the actuator 8A.

[0018] The first controller 11 is connected with a second controller 12 via any of various networks such as CAN (Controller Area Network) or Ethernet (registered trademark). Such connection enables the first controller 11 and the second controller 12 to transmit their own conditions to each other by communication.

[0019] The first controller 11 obtains a stroke amount X and the like of the horizontally moving active suspension 9, based on a signal from the second controller 12. The first controller 11 performs a cooperative control program described later to adjust a gain of the vertically moving active suspensions 8 according to the stroke amount X and the like of the horizontally moving active suspension 9.

[0020] The second controller 12 is configured by, for example, a microcomputer and the like and calculates a force (damping force) that is to be generated by the horizontally moving active suspension 9 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The second controller 12 computes a control command signal (control command), such as a target current value that is to be output to the actuator 9A of the horizontally moving active suspension 9, and controls the damping force of the horizontally moving active suspension 9. More specifically, the controller 12 controls the damping force of the horizontally moving active suspension 9 per

-7 sampling time based on any of various control laws such as sky-hook theory, with a view to reducing vibrations in the horizontal direction and roll vibrations of the vehicle body 2. The horizontally moving active suspension 9 is controlled to change the damping force continuously or in multiple steps, in response to the control command signal supplied to the actuator.

[0021] The following describes the cooperative control program of the vertically moving active suspensions 8 and the horizontally moving active suspension 9 performed by the first controller 11, with reference to Figs. 1 to 3. The cooperative control program shown in Fig. 2 is repeatedly performed at predetermined control cycles.

[0022] Step 1 shows one example of a stroke amount obtaining portion. At this step 1, the first controller 11 obtains the stroke amount X of the horizontally moving active suspension 9, based on a signal from the second controller 12. The first controller 11 may directly obtain the stroke amount X of the horizontally moving active suspension 9 by using, for example, a sensor provided in the horizontally moving active suspension 9.

[0023] Subsequent step 2 shows one example of a stroke amount determining portion. At this step 2, the first controller 11 determines whether the stroke amount X of the horizontally moving active suspension 9 exceeds a threshold value ±Xd (-Xd> X or X> Xd). More specifically, the first controller 11 determines whether the horizontally moving active suspension 9 is stroked beyond a predetermined length (Xd), for example, a stroke distance of80%(|X|> Xd).

[0024] Upon determination of YES at step 2, the horizontally moving active suspension 9 operates in the vicinity of a stroke limit on the expansion side or on the contraction side and is likely to fail to generate a sufficient damping force against roll vibrations. The first controller 11 accordingly shifts to step 3 and increases a gain of the vertically moving active suspensions 8 with regard to roll vibrations (as shown in Fig. 3). This enables insufficiency of the damping force of the horizontally moving active suspension 9 against roll vibrations to be compensated for by the damping force of the two vertically moving active suspensions 8 provided on the left side and on the right side of the vehicle body 2.

-8[0025] Upon determination of NO at step 2, on the other hand, the horizontally moving active suspension 9 operates at a position away from the stroke limit and is expected to generate a sufficient damping force against roll vibrations. The first controller 11 accordingly shifts to step 4 and decreases the gain of the vertically moving active suspensions 8 with regard to roll vibrations (as shown in Fig. 3). This reduces the effect of the damping force of the vertically moving active suspensions 8 and causes roll vibrations to be suppressed by the damping force of the horizontally moving active suspension 9.

[0026] As described above, according to the first embodiment, the first controller 11 determines the force (damping force) that is to be generated by the vertically moving active suspensions 8 according to the condition of the horizontally moving active suspension 9. When the horizontally moving active suspension 9 is expanded or contracted to the stroke limit, the horizontally moving active suspension 9 fails to generate a force of suppressing vibration and thereby worsen the ride quality. When the stroke amount X of the horizontally moving active suspension 9 fails to generate a sufficient damping force against roll vibrations, the first controller 11 increases the gain of the vertically moving active suspensions 8 with regard to roll vibrations. Even in the state that the horizontally moving active suspension 9 fails to generate a sufficient force for suppressing roll vibrations, this configuration effectively suppresses the roll vibrations and thereby improves the ride quality. [0027] Fig. 1 illustrates a second embodiment of the present invention. The second embodiment is characterized by application of the cooperative control of the first embodiment to vertically moving semi-active suspensions. Like components of the second embodiment to those of the first embodiment described above are expressed by like reference signs, and their description is omitted.

[0028] A railway vehicle 21 according to the second embodiment includes, for example, a vehicle body 2, trucks 3, wheels 4, vertically moving semi-active suspensions 22, a horizontally moving active suspension 9, a vehicle body vibration sensor 10, a first controller 23 and a second controller 12, similarly to the railway vehicle 1 according to the first embodiment.

-9[0029] The vertically moving semi-active suspensions 22 are configured by semi-active dampers that are capable of individually regulating respective damping forces. More specifically, the vertically moving semi-active suspension 22 is configured by a semi-active damper that controls the flow of a working fluid. The semi-active damper may be either a hydraulic type using hydraulic oil as the working fluid or a pneumatic type using the air as the working fluid. This vertically moving semi-active suspension 22 generates a damping force to reduce vibrations in the vertical direction of the vehicle body 2 relative to the truck 3, based on a control command from the first controller 23. The vertically moving semi-active suspension 22 accordingly serves to reduce vibrations in the vertical direction of the vehicle body 2.

[0030] The first controller 23 is configured approximately similarly to the configuration of the first controller 11 of the first embodiment. The vehicle 21 is, however, provided with the vertically moving semi-active suspensions 22 in place of the vertically moving active suspensions 8. Accordingly, the first controller 23 calculates a damping force that is to be generated by the vertically moving semi-active suspension 22 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The first controller 23 computes a control command signal (control command), such as a target current value that is to be output to the actuator 22A of the vertically moving semi-active suspension 22, and controls the damping force of the vertically moving semiactive suspension 22. The vertically moving semi-active suspension 22 is controlled to change the damping force continuously or in multiple steps between hard and soft levels, in response to the control command signal supplied to the actuator 22A.

[0031] The first controller 23 is connected with the second controller 12 via any of various networks. The first controller 23 obtains, for example, a stroke amount X and the like of the horizontally moving active suspension 9, based on a signal from the second controller 12. The first controller 23 performs a cooperative control program approximately similar to the cooperative control program shown in Fig. 2 to adjust a gain of the vertically moving semiactive suspension 22 according to the stroke amount X and the like of the horizontally

- 10moving active suspension 9.

[0032] As described above, the configuration of the second embodiment has approximately similar functions and advantageous effects to those of the configuration of the first embodiment.

[0033] Figs. 1, 4 and 5 illustrate a third embodiment of the present invention. The third embodiment is characterized by a configuration of changing over a gain of vertically moving active suspensions with regard to roll vibrations according to a piston velocity of a horizontally moving semi-active suspension. Like components of the third embodiment to those of the first embodiment described above are expressed by like reference signs, and their description is omitted.

[0034] A railway vehicle 31 according to the third embodiment includes, for example, a vehicle body 2, trucks 3, wheels 4, vertically moving active suspensions 8, a horizontally moving semi-active suspension 32, a vehicle body vibration sensor 10, a first controller 33 and a second controller 34, approximately similarly to the railway vehicle 1 according to the first embodiment.

[0035] The horizontally moving semi-active suspension 32 is configured by a semi-active damper that is capable of regulating a damping force. The horizontally moving semi-active suspension 32 is accordingly configured to control the flow of a working fluid by means of an actuator 32A, for example, similarly to the vertically moving semi-active suspension 22 of the second embodiment. This horizontally moving semi-active suspension 32 generates a damping force to reduce vibrations in the horizontal direction of the vehicle body 2 relative to the truck 3, based on a control command from the second controller 12. The horizontally moving semi-active suspension 32 accordingly serves to reduce vibrations in the horizontal direction of the vehicle body 2.

[0036] The first controller 33 is configured approximately similarly to the configuration of the first controller 11 of the first embodiment. The first controller 33 calculates a damping force that is to be generated by the vertically moving active suspension 8 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body

- 11 vibration sensor 10. The first controller 33 computes a control command signal (control command) that is to be output to an actuator 8 A of the vertically moving active suspension 8, and controls the damping force of the vertically moving active suspension 8.

[0037] The first controller 33 is connected with the second controller 34 via any of various networks. The first controller 33 obtains, for example, a piston velocity VP of the horizontally moving semi-active suspension 32, based on a signal from the second controller 34. The first controller 33 performs a cooperative control program described later to adjust a damping force of the vertically moving active suspensions 8 according to the piston velocity VP of the horizontally moving semi-active suspension 32.

[0038] The second controller 34 is configured approximately similarly to the configuration of the second controller 12 of the second embodiment. The horizontally moving semiactive suspension 32 is, however, configured by the semi-active damper. Accordingly, the second controller 34 calculates a damping force that is to be generated by the horizontally moving semi-active suspension 32 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The second controller 34 computes a control command signal (control command), such as a target current value that is to be output to the actuator 32A of the horizontally moving semi-active suspension 32, and controls the damping force of the horizontally moving semi-active suspension 32. The horizontally moving semi-active suspension 32 is controlled to change the damping force continuously or in multiple steps between hard and soft levels, in response to the control command signal supplied to the actuator 32A.

[0039] The following describes the cooperative control program of the vertically moving active suspensions 8 and the horizontally moving semi-active suspension 32 performed by the first controller 33, with reference to Figs. 1, 4 and 5. The cooperative control program shown in Fig. 4 is repeatedly performed at predetermined control cycles.

[0040] Step 11 shows one example of a piston velocity obtaining portion. At this step 11, the first controller 33 obtains the piston velocity VP of the horizontally moving semi-active suspension 32, based on a signal from the second controller 34. The first controller 11 may

- 12directly obtain the piston velocity VP of the horizontally moving semi-active suspension 32 by using, for example, a sensor provided in the horizontally moving semi-active suspension 32.

[0041] Subsequent step 12 shows one example of a piston velocity determining portion. At step 12, the first controller 33 determines whether the piston velocity VP of the horizontally moving semi-active suspension 32 is lower than a predetermined threshold value ±VPd (| VP|> VPd). The threshold value VPd is set to a value of piston velocity that does not allow the horizontally moving semi-active suspension 32 configured by, for example, a semi-active damper, to generate a sufficient damping force for reducing roll vibrations. The threshold value VPd is not necessarily limited to a fixed value but may be varied according to the required damping force.

[0042] Upon determination of YES at step 12, the piston velocity VP of the horizontally moving semi-active suspension 32 is lowered to a level that is not capable of generating a desired damping force. The first controller 33 accordingly shifts to step 13 and increases a gain of the vertically moving active suspensions 8 with regard to roll vibrations (as shown in Fig. 5). This enables insufficiency of the damping force of the horizontally moving semiactive suspension 32 against roll vibrations to be compensated for by the damping force of the two vertically moving active suspensions 8 provided on the left side and on the right side of the vehicle body 2.

[0043] Upon determination of NO at step 12, on the other hand, the piston velocity VP of the horizontally moving semi-active suspension 32 is raised to a level that is capable of generating a desired damping force. The first controller 33 accordingly shifts to step 14 and decreases the gain of the vertically moving active suspensions 8 with regard to roll vibrations (as shown in Fig. 5). This reduces the effect of the damping force of the vertically moving active suspensions 8 and causes roll vibrations to be suppressed by the damping force of the horizontally moving semi-active suspension 32.

[0044] As described above, the configuration of the third embodiment has approximately similar functions and advantageous effects to those of the configuration of the first

- 13 embodiment. Even when the expansion/contraction rate (piston velocity VP) of the horizontally moving semi-active suspension 32 that is configured by the semi-active damper is lowered to cause insufficiency of the generated damping force, the configuration of the third embodiment enables the insufficiency to be compensated for by the damping force of the vertically moving active suspensions 8.

[0045] Fig. 1 illustrates a fourth embodiment of the present invention. The fourth embodiment is characterized by application of the cooperative control of the third embodiment to vertically moving semi-active suspensions. Like components of the fourth embodiment to those of the third embodiment described above are expressed by like reference signs, and their description is omitted.

[0046] A railway vehicle 41 according to the fourth embodiment includes, for example, a vehicle body 2, trucks 3, wheels 4, vertically moving semi-active suspensions 42, a horizontally moving semi-active suspension 32, a vehicle body vibration sensor 10, a first controller 43 and a second controller 34, similarly to the railway vehicle 1 according to the third embodiment.

[0047] The vertically moving semi-active suspensions 42 are configured approximately similarly to the configuration of the vertically moving semi-active suspensions 22 of the second embodiment. More specifically, the vertically moving semi-active suspension 42 is configured by a semi-active damper that controls the flow of a working fluid by means of an actuator 42A. This vertically moving semi-active suspension 42 generates a damping force to reduce vibrations in the vertical direction of the vehicle body 2 relative to the truck 3, based on a control command from the first controller 43. The vertically moving semi-active suspension 42 accordingly serves to reduce vibrations in the vertical direction of the vehicle body 2.

[0048] The first controller 43 is configured approximately similarly to the configuration of the first controller 33 of the third embodiment. The vertically moving semi-active suspension 42 is, however, configured by the semi-active damper. Accordingly, the first controller 43 calculates a damping force that is to be generated by the vertically moving

- 14semi-active suspension 42 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. More specifically, the first controller 43 computes a control command signal that is to be output to the actuator 42A of the vertically moving semi-active suspension 42, and controls the damping force of the vertically moving semi-active suspension 42.

[0049] The first controller 43 obtains, for example, a piston velocity VP and the like of the horizontally moving semi-active suspension 32, based on a signal from the second controller 34. The first controller 43 performs a cooperative control program approximately similar to the cooperative control program shown in Fig. 4 to adjust a gain of the vertically moving semi-active suspension 42 according to the piston velocity VP and the like of the horizontally moving semi-active suspension 32.

[0050] As described above, the configuration of the fourth embodiment has approximately similar functions and advantageous effects to those of the configuration of the third embodiment.

[0051] Figs. 6 to 8 illustrate a fifth embodiment of the present invention. The fifth embodiment is characterized by a configuration of changing over gains of vertically moving active suspensions and a horizontally moving active suspension according to the running speed of the vehicle. Like components of the fifth embodiment to those of the first embodiment described above are expressed by like reference signs, and their description is omitted.

[0052] A railway vehicle 51 according to the fifth embodiment includes, for example, a vehicle body 2, trucks 3, wheels 4, vertically moving active suspensions 8, a horizontally moving active suspension 9, a vehicle body vibration sensor 10, a first controller 53 and a second controller 54, similarly to the railway vehicle 1 according to the first embodiment. The vehicle 51 additionally includes a running speed obtaining portion 52 configured to obtain a running speed V.

[0053] The running speed obtaining portion 52 may directly obtain the running speed V by using, for example, a speed sensor. The running speed obtaining portion 52 may indirectly

- 15 obtain the running speed V, based on a signal sent from another vehicle coupled with the vehicle 51, from an external command center, or the like.

[0054] The first controller 53 is configured approximately similarly to the configuration of the first controller 11 of the first embodiment. The first controller 53 calculates a damping force that is to be generated by the vertically moving active suspension 8 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The first controller 53 computes a control command signal (control command) that is to be output to an actuator 8 A of the vertically moving active suspension 8, and controls the damping force of the vertically moving active suspension 8.

[0055] The first controller 53 performs a cooperative control program described later to adjust the damping force of the vertically moving active suspension 8 according to the running speed V of the vehicle 51. Additionally, the first controller 53 is connected with the second controller 54 via any of various networks. The first controller 53 outputs a cooperative control signal for adjusting a gain of the horizontally moving active suspension 9, to the second controller 54 according to the running speed V of the vehicle 51.

[0056] The second controller 54 is configured approximately similarly to the configuration of the second controller 12 of the first embodiment. The second controller 54 calculates a damping force that is to be generated by the horizontally moving active suspension 9 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The second controller 54 computes a control command signal (control command) that is to be output to an actuator 9A of the horizontally moving active suspension 9 and controls the damping force of the horizontally moving active suspension 9. The second controller 54 also adjusts a gain of the horizontally moving active suspension 9, based on the cooperative control signal from the first controller 53.

[0057] The following describes the cooperative control program of the vertically moving active suspensions 8 and the horizontally moving active suspension 9 performed by the first controller 53 and the second controller 54 with reference to Figs. 6 to 8. The cooperative control program shown in Fig. 7 is repeatedly performed at predetermined control cycles.

- 16[0058] Step 21 shows one example of a running speed determining portion. At this step

21, the first controller 53 determines whether the running speed V of the vehicle 51 obtained by the running speed obtaining portion 52 is equal to or higher than a predetermined threshold value Vd (V> Vd). When a speed of high-speed driving (for example, 200 km/h or higher) and a speed of low-speed driving (for example, 160 km/h or lower) are known values, the threshold value Vd is set based on a value (for example, 180 km/h) that allows for determination of whether the vehicle 51 is in high-speed driving or not.

[0059] Upon determination of YES at step 21, the running speed V is equal to or higher than the threshold value Vd, and the vehicle 51 is in high-speed driving. In this case, the first controller 53 outputs the cooperative control signal to the second controller 54. At step

22, the second controller 54 accordingly increases a gain of the horizontally moving active suspension 9 with regard to sway vibrations and yaw vibrations. At subsequent step 23, the second controller 54 decreases a gain of the horizontally moving active suspension 9 with regard to roll vibrations. Additionally, at step 24, the first controller 53 increases a gain of the vertically moving active suspensions 8 with regard to roll vibrations. At subsequent step 25, the first controller 53 decreases a gain of the vertically moving active suspensions 8 with regard to bounce vibrations and pitch vibrations (as shown in Fig. 8).

[0060] Upon determination of NO at step 21, on the other hand, the running speed V is lower than the threshold value Vd, and the vehicle 51 is in low-speed driving. At step 26, the first controller 53 increases a gain of the vertically moving active suspensions 8 with regard to bounce vibrations and pitch vibrations. At subsequent step 27, the first controller 53 decreases a gain of the vertically moving active suspensions 8 with regard to roll vibrations. Additionally, the first controller 53 outputs the cooperative control signal to the second controller 54. At step 28, the second controller 54 accordingly increases a gain of the horizontally moving active suspension 9 with regard to roll vibrations. At subsequent step 29, the second controller 54 decreases a gain of the horizontally moving active suspension 9 with regard to sway vibrations and yaw vibrations (as shown in Fig. 8).

[0061 ] As described above, the configuration of the fifth embodiment has approximately

- 17similar functions and advantageous effects to those of the configuration of the first embodiment. Furthermore, the fifth embodiment is configured to change over the gains of the vertically moving active suspensions 8 and the horizontally moving active suspension 9 according to the running speed V of the vehicle 51.

[0062] For example, in the case of high-speed driving vehicles such as Shinkansen, railway tracks are constructed and maintained on the premise of high-speed driving. When the vehicle 51 drives in a district for high-speed driving, the vibrations in the horizontal direction are predominant, due to the effects of aerodynamic force excitation and the like. Accordingly, the horizontally moving active suspension 9 has a greater work than the vertically moving active suspensions 8 in high-speed driving.

[0063] By taking into account the foregoing, in high-speed driving, the horizontally moving active suspension 9 has the increased gain with regard to horizontal vibrations (sway vibrations and yaw vibrations) and the decreased gain with regard to roll vibrations (as shown in Figs. 7 and 8). The vertically moving active suspensions 8, on the other hand, have a smaller work and accordingly have the increased gain with regard to roll vibrations. As a result, the horizontally moving active suspension 9 focuses on sway vibrations and yaw vibrations, whereas the vertically moving active suspensions 8 reduce roll vibrations.

[0064] In low-speed driving, on the contrary, the vertically moving active suspensions 8 have a greater work than the horizontally moving active suspension 9. The vertically moving active suspensions 8 accordingly have the increased gain with regard to vertical vibrations (bounce vibrations and pitch vibrations) and the decreased gain with regard to roll vibrations. The horizontally moving active suspension 9, on the other hand, has a smaller work and accordingly has the increased gain with regard to roll vibrations.

[0065] As described above, this configuration adjusts the gains of the vertically moving active suspensions 8 and the horizontally moving active suspension 9 with regard to roll vibrations according to the running speed V and clearly defines sharing of roles with regard to vibration components. As a result, this configuration ensures optimum control according to the running speed V and improves the ride quality.

- 18 [0066] Figs. 9 and 10 illustrate a sixth embodiment of the present invention. The sixth embodiment is characterized by a configuration of changing over gains of vertically moving active suspensions and a horizontally moving active suspension according to the running position of the vehicle. Like components of the sixth embodiment to those of the fifth embodiment described above are expressed by like reference signs, and their description is omitted.

[0067] A railway vehicle 61 according to the sixth embodiment includes, for example, a vehicle body 2, trucks 3, wheels 4, vertically moving active suspensions 8, a horizontally moving active suspension 9, a vehicle body vibration sensor 10, a first controller 63 and a second controller 64, approximately similarly to the railway vehicle 1 according to the first embodiment. The vehicle 51 additionally includes a position information obtaining portion 62 configured to obtain a current running position P.

[0068] The position information obtaining portion 62 may obtain the running position based on mileage information obtained from, for example, a monitor device or may obtain the running position based on position information obtained from a GPS (Global Positioning System).

[0069] The first controller 63 is configured approximately similarly to the configuration of the first controller 53 of the fifth embodiment. The second controller 64 is configured approximately similarly to the configuration of the second controller 54 of the fifth embodiment.

[0070] The first controller 63, however, performs a cooperative control program described later to adjust the damping force of the vertically moving active suspensions 8 according to the running position of the vehicle 61. Additionally, the first controller 63 is connected with the second controller 64 via any of various networks. The first controller 63 outputs a cooperative control signal for adjusting a gain of the horizontally moving active suspension 9, to the second controller 64 according to the running position of the vehicle 61. The second controller 64 adjusts the gain of the horizontally moving active suspension 9, based on the cooperative control signal from the first controller 53.

- 19[0071] The following describes the cooperative control program of the vertically moving active suspensions 8 and the horizontally moving active suspension 9 performed by the first controller 63 and the second controller 64 with reference to Figs. 9 and 10. The cooperative control program shown in Fig. 10 is repeatedly performed at predetermined control cycles. [0072] Step 31 shows one example of a running position determining portion. At this step 31, the first controller 63 determines whether the running position of the vehicle 61 obtained by the position information obtaining portion 62 is in a district where horizontal vibrations are predominant. The district where the horizontal vibrations are predominant is, for example, a district constructed and maintained for high-speed driving.

[0073] Upon determination of YES at step S31, the vehicle 61 runs in the district where the horizontal vibrations are predominant. In this case, the first controller 63 outputs the cooperative control signal to the second controller 64. At step 32, the second controller 64 accordingly increases a gain of the horizontally moving active suspension 9 with regard to sway vibrations and yaw vibrations. At subsequent step 33, the second controller 64 decreases a gain of the horizontally moving active suspension 9 with regard to roll vibrations. Additionally, at step 34, the first controller 63 increases a gain of the vertically moving active suspensions 8 with regard to roll vibrations. At subsequent step 35, the first controller 63 decreases a gain of the vertically moving active suspensions 8 with regard to bounce vibrations and pitch vibrations.

[0074] Upon determination of NO at step S31, on the other hand, the vehicle 61 runs out of the district where the horizontal vibrations are predominant. At step 36, the first controller 63 increases a gain of the vertically moving active suspensions 8 with regard to bounce vibrations and pitch vibrations. At subsequent step 37, the first controller 63 decreases a gain of the vertically moving active suspensions 8 with regard to roll vibrations. Additionally, the first controller 63 outputs the cooperative control signal to the second controller 64. At step 38, the second controller 64 accordingly increases a gain of the horizontally moving active suspension 9 with regard to roll vibrations. At subsequent step 39, the second controller 64 decreases a gain of the horizontally moving active suspension 9

-20with regard to sway vibrations and yaw vibrations.

[0075] As described above, the configuration of the sixth embodiment has approximately similar functions and advantageous effects to those of the configuration of the fifth embodiment. The fifth embodiment is configured to adjust the gains of the vertically moving active suspensions 8 and the horizontally moving active suspension 9 according to the running speed V. The running speed may be explicitly determined in each district. In the district where the running speed is explicitly determined, the gains of the vertically moving active suspensions 8 and the horizontally moving active suspension 9 may be adjusted according to the running position, similarly to the sixth embodiment.

[0076] Figs. 6 and 11 illustrate a seventh embodiment of the present invention. The seventh embodiment is characterized by a configuration of changing over gains of vertically moving semi-active suspensions and a horizontally moving semi-active suspension according to the running speed of the vehicle. Like components of the seventh embodiment to those of the fifth embodiment described above are expressed by like reference signs, and their description is omitted.

[0077] A railway vehicle 71 according to the seventh embodiment includes, for example, a vehicle body 2, trucks 3, wheels 4, vertically moving semi-active suspensions 72, a horizontally moving semi-active suspension 73, a vehicle body vibration sensor 10, a first controller 74 and a second controller 75, approximately similarly to the railway vehicle 51 according to the fifth embodiment.

[0078] The vertically moving semi-active suspension 72 is configured approximately similarly to the configuration of the vertically moving semi-active suspension 22 of the second embodiment. More specifically, the vertically moving semi-active suspension 72 is configured by a semi-active damper that controls the flow of a working fluid by means of an actuator 72A. This vertically moving semi-active suspension 72 generates a damping force to reduce vibrations in the vertical direction of the vehicle body 2 relative to the truck 3, based on a control command from the first controller 74.

[0079] The horizontally moving semi-active suspension 73 is configured approximately

-21 similarly to the configuration of the horizontally moving semi-active suspension 32 of the third embodiment. More specifically, the horizontally moving semi-active suspension 73 is configured by a semi-active damper that controls the flow of a working fluid by means of an actuator 73 A. This horizontally moving semi-active suspension 73 generates a damping force to reduce vibrations in the horizontal direction of the vehicle body 2 relative to the truck 3, based on a control command from the second controller 75.

[0080] The first controller 74 is configured approximately similarly to the configuration of the first controller 53 of the fifth embodiment. The first controller 74 accordingly calculates a damping force that is to be generated by the vertically moving semi-active suspension 72 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The first controller 74 computes a control command signal (control command), such as a target current value that is to be output to the actuator 72A of the vertically moving semi-active suspension 72, and controls the damping force of the vertically moving semi-active suspension 72.

[0081] The first controller 74 performs a cooperative control program described later to adjust the damping force of the vertically moving semi-active suspension 72 according to the running speed V of the vehicle 51. Additionally, the first controller 74 is connected with the second controller 75 via any of various networks. The first controller 74 outputs a cooperative control signal for adjusting a gain of the horizontally moving semi-active suspension 73, to the second controller 75 according to the running speed V of the vehicle 71. [0082] The second controller 75 is configured approximately similarly to the configuration of the second controller 54 of the fifth embodiment. The second controller 75 accordingly calculates a damping force that is to be generated by the horizontally moving semi-active suspension 73 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The second controller 75 computes a control command signal (control command) that is to be output to an actuator 73A of the horizontally moving semi-active suspension 73, and controls the damping force of the horizontally moving semi-active suspension 73. The second controller 75 also adjusts a

-22gain of the horizontally moving semi-active suspension 73, based on the cooperative control signal from the first controller 74.

[0083] The following describes the cooperative control program of the vertically moving semi-active suspensions 72 and the horizontally moving semi-active suspension 73 performed by the first controller 74 and the second controller 75 with reference to Figs. 6 and

11. The cooperative control program shown in Fig. 11 is repeatedly performed at predetermined control cycles.

[0084] Step 41 shows one example of a running speed determining portion. At this step

41, the first controller 74 determines whether the running speed V of the vehicle 71 obtained by the running speed obtaining portion 52 is equal to or higher than a predetermined threshold value Vd (V> Vd).

[0085] Upon determination of YES at step 41, the running speed V is equal to or higher than the threshold value Vd, and the vehicle 71 is in high-speed driving. In this case, the horizontally moving semi-active suspension 73 is expected to generate a larger damping force, compared with the vertically moving semi-active suspension 72. Accordingly, the first controller 74 outputs the cooperative control signal to the second controller 75. At step

42, the second controller 75 accordingly increases a gain of the horizontally moving semiactive suspension 73 with regard to roll vibrations. Additionally, at step 43, the first controller 74 decreases a gain of the vertically moving semi-active suspension 72 with regard to roll vibrations.

[0086] Upon determination of NO at step 41, on the other hand, the running speed V is lower than the threshold value Vd, and the vehicle 71 is in low-speed driving. In this case, the vertically moving semi-active suspension 72 is expected to generate a larger damping force, compared with the horizontally moving semi-active suspension 73. At step 44, the first controller 74 accordingly increases a gain of the vertically moving semi-active suspension 72 with regard to roll vibrations. Additionally, the first controller 74 outputs the cooperative control signal to the second controller 75. At step 45, the second controller 75 accordingly decreases a gain of the horizontally moving semi-active suspension 73 with

-23 regard to roll vibrations.

[0087] When the vertically moving semi-active suspensions 72 and the horizontally moving semi-active suspension 73 are configured by semi-active dampers, forces are generated by expansion and contraction of the dampers. Accordingly, the semi-active damper in the direction of smaller vibration generates the smaller force.

[0088] By taking into account the foregoing, according to the seventh embodiment, in highspeed driving, the horizontally moving semi-active suspension 73 has the increased gains with regard to horizontal vibrations and roll vibrations, whereas the vertically moving semiactive suspensions 72 have the decreased gain with regard to roll vibrations. In low-speed driving, on the other hand, the vertically moving semi-active suspensions 72 have the increased gains with regard to vertical vibrations and roll vibrations, whereas the horizontally moving semi-active suspension 73 has the decreased gain with regard to roll vibrations.

[0089] This configuration adjusts the gains of the vertically moving semi-active suspensions 72 and the horizontally moving semi-active suspension 73 with regard to roll vibrations according to the running speed V and causes the semi-active suspension 72 or 73 in the direction of generating the force to take a role with regard to roll vibrations. As a result, this configuration ensures optimum control and improves the ride quality.

Accordingly, the configuration of the seventh embodiment has approximately similar functions and advantageous effects to those of the configuration of the fifth embodiment.

[0090] Figs. 9 and 12 illustrate an eighth embodiment of the present invention. The eighth embodiment is characterized by a configuration of changing over gains of vertically moving semi-active suspensions and a horizontally moving semi-active suspension according to the running position of the vehicle. Like components of the eighth embodiment to those of the sixth embodiment described above are expressed by like reference signs, and their description is omitted.

[0091] A railway vehicle 81 according to the eighth embodiment includes, for example, a vehicle body 2, trucks 3, wheels 4, vertically moving semi-active suspensions 82, a horizontally moving semi-active suspension 83, a vehicle body vibration sensor 10, a first

-24controller 84 and a second controller 85, approximately similarly to the railway vehicle 61 according to the sixth embodiment.

[0092] The vertically moving semi-active suspension 82 is configured approximately similarly to the configuration of the vertically moving semi-active suspension 22 of the second embodiment. More specifically, the vertically moving semi-active suspension 82 is configured by a semi-active damper that controls the flow of a working fluid by means of an actuator 82A. This vertically moving semi-active suspension 82 generates a damping force to reduce vibrations in the vertical direction of the vehicle body 2 relative to the truck 3, based on a control command from the first controller 84.

[0093] The horizontally moving semi-active suspension 83 is configured approximately similarly to the configuration of the horizontally moving semi-active suspension 32 of the third embodiment. More specifically, the horizontally moving semi-active suspension 83 is configured by a semi-active damper that controls the flow of a working fluid by means of an actuator 83A. This horizontally moving semi-active suspension 83 generates a damping force to reduce vibrations in the horizontal direction of the vehicle body 2 relative to the truck 3, based on a control command from the second controller 85.

[0094] The first controller 84 is configured approximately similarly to the configuration of the first controller 63 of the sixth embodiment. The first controller 84 accordingly calculates a damping force that is to be generated by the vertically moving semi-active suspension 82 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The first controller 84 computes a control command signal (control command) that is to be output to the actuator 82A of the vertically moving semi-active suspension 82, and controls the damping force of the vertically moving semi-active suspension 82.

[0095] The first controller 84 performs a cooperative control program described later to adjust the damping force of the vertically moving semi-active suspension 82 according to the running position of the vehicle 51. Additionally, the first controller 84 is connected with the second controller 85 via any of various networks. The first controller 84 outputs a

-25 cooperative control signal for adjusting a gain of the horizontally moving semi-active suspension 83, to the second controller 85 according to the running position of the vehicle 81. [0096] The second controller 85 is configured approximately similarly to the configuration of the second controller 64 of the sixth embodiment. The second controller 85 accordingly calculates a damping force that is to be generated by the horizontally moving semi-active suspension 73 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The second controller 85 computes a control command signal (control command) that is to be output to an actuator 83A of the horizontally moving semi-active suspension 83, and controls the damping force of the horizontally moving semi-active suspension 83. The second controller 85 also adjusts a gain of the horizontally moving semi-active suspension 83, based on the cooperative control signal from the first controller 84.

[0097] The following describes the cooperative control program of the vertically moving semi-active suspensions 82 and the horizontally moving semi-active suspension 83 performed by the first controller 84 and the second controller 85 with reference to Figs. 9 and

12. The cooperative control program shown in Fig. 12 is repeatedly performed at predetermined control cycles.

[0098] Step 51 shows one example of a running position determining portion. At this step 51, the first controller 84 determines whether the running position of the vehicle 81 obtained by the position information obtaining portion 62 is in a district where horizontal vibrations are predominant.

[0099] Upon determination of YES at step S51, the vehicle 81 runs in the district where the horizontal vibrations are predominant. In this case, the horizontally moving semi-active suspension 83 is expected to generate a larger damping force, compared with the vertically moving semi-active suspension 72. Accordingly, the first controller 84 outputs the cooperative control signal to the second controller 85. At step 52, the second controller 85 accordingly increases a gain of the horizontally moving semi-active suspension 83 with regard to roll vibrations. Additionally, at step 53, the first controller 84 decreases a gain of

-26the vertically moving semi-active suspension 82 with regard to roll vibrations.

[0100] Upon determination of NO at step S51, on the other hand, the vehicle 81 runs out of the district where the horizontal vibrations are predominant. In this case, the vertically moving semi-active suspension 82 is expected to generate a larger damping force, compared with the horizontally moving semi-active suspension 83. At step 54, the first controller 84 accordingly increases a gain of the vertically moving semi-active suspension 82 with regard to roll vibrations. Additionally, the first controller 84 outputs the cooperative control signal to the second controller 85. At step 55, the second controller 85 accordingly decreases a gain of the horizontally moving semi-active suspension 83 with regard to roll vibrations. [0101] As described above, the configuration of the eighth embodiment has approximately similar functions and advantageous effects to those of the configurations of the sixth and the seventh embodiments.

[0102] Figs. 1,13, and 14 illustrate a ninth embodiment of the present invention. The ninth embodiment is characterized by a configuration of changing over a gain of a horizontally moving active suspension in the case of a failure of a vertically moving active suspension. Like components of the ninth embodiment to those of the first embodiment described above are expressed by like reference signs, and their description is omitted. [0103] A railway vehicle 91 according to the ninth embodiment includes, for example, a vehicle body 2, trucks 3, wheels 4, vertically moving active suspensions 8, a horizontally moving active suspension 9, a vehicle body vibration sensor 10, a first controller 92 and a second controller 93, approximately similarly to the railway vehicle 1 according to the first embodiment.

[0104] The first controller 92 is configured approximately similarly to the configuration of the first controller 11 of the first embodiment. The first controller 92 calculates a damping force that is to be generated by the vertically moving active suspension 8 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The first controller 92 computes a control command signal (control command) that is to be output to an actuator 8 A of the vertically moving active suspension 8,

-27and controls the damping force of the vertically moving active suspension 8.

[0105] The first controller 92 also determines whether the vertically moving active suspension 8 has a failure (is in OFF state), based on, for example, a value of current value flowing in the actuator 8 A. Additionally, the first controller 92 is connected with the second controller 93 via any of various networks. The first controller 92 performs a cooperative control program shown in Fig. 13 to output a cooperative control signal for adjusting a gain of the horizontally moving active suspension 9, to the second controller 93 according to whether the vertically moving active suspension 8 has a failure.

[0106] The second controller 93 is configured approximately similarly to the configuration of the second controller 12 of the first embodiment. The second controller 93 calculates a damping force that is to be generated by the horizontally moving active suspension 9 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The second controller 93 computes a control command signal (control command) that is to be output to an actuator 9A of the horizontally moving active suspension 9, and controls the damping force of the horizontally moving active suspension 9. The second controller 93 also adjusts a gain of the horizontally moving active suspension 9, based on the cooperative control signal from the first controller 92.

[0107] The following describes the cooperative control program of the vertically moving active suspensions 8 and the horizontally moving active suspension 9 performed by the first controller 92 and the second controller 93 with reference to Fig. 1, Fig. 13 and Fig. 14. The cooperative control program shown in Fig. 13 is repeatedly performed at predetermined control cycles.

[0108] Step 61 shows one example of a failed state determining portion. At this step 61, the first controller 92 determines whether the vertically moving active suspension 8 has a failure.

[0109] Upon determination of YES at step 61, it is expected that the vertically moving active suspension 8 has a defect and is in the state that fails to generate a desired damping force (OFF state). In this case, the first controller 92 outputs a cooperative control signal to

-28the second controller 93. At step 62, the second controller 93 accordingly increases a gain of the horizontally moving active suspension 9 with regard to roll vibrations (as shown in Fig. 14).

[0110] Upon determination of NO at step 61, on the other hand, it is expected that the vertically moving active suspension 8 is in the state that is capable of generating a desired damping force (ON state). Accordingly, the cooperative control process is terminated with maintaining the gains, in order to respectively control the vertically moving active suspensions 8 and the horizontally moving active suspension 9 as normal. In this case, the vertically moving active suspensions 8 and the horizontally moving active suspension 9 respectively generate damping forces to suppress vibrations of the vehicle body 2.

[0111] In the case of a failure of the vertically moving active suspension 8, the configuration of the ninth embodiment changes the control law to cause the horizontally moving active suspension 9 to perform control and thereby suppress roll vibrations as well as horizontal vibrations and yaw vibrations of the vehicle body 2. This configuration suppresses roll vibrations even when the vertically moving active suspension 8 is out of control. This accordingly suppresses deterioration of the ride quality even in the event of a defect of the vertically moving active suspension 8.

[0112] The ninth embodiment employs the system of increasing or decreasing a control gain with regard to roll vibrations in the case of a failure of the vertically moving active suspension 8. The present invention is, however, not limited to this system. A modification may employ a system of changing a control gain with regard to roll vibrations, which is equal to 0 in the case of the normal vertically moving active suspension 8, to a gain value for controlling roll vibrations in the case of a failure of the vertically moving active suspension 8.

[0113] According to the ninth embodiment, both the vertically moving active suspensions 8 and the horizontally moving active suspension 9 are configured by active dampers. The present invention is, however, not limited to this configuration. The present invention may be applied to a railway vehicle that is equipped with vertically moving semi-active

-29suspensions configured by semi-active dampers and with a horizontally moving active suspension configured by an active damper.

[0114] Similarly, the present invention may be applied to a railway vehicle that is equipped with vertically moving active suspensions configured by active dampers and with a horizontally moving semi-active suspension configured by a semi-active damper. The horizontally moving semi-active suspension, however, generates only a force in a direction opposite to a piston expanding/ contracting direction. Thus, the direction of the force to suppress roll vibrations does not necessarily match with the direction of the force generated by the horizontally moving semi-active suspension. The configuration of this modification accordingly has only a limited effect, compared with the configuration of the ninth embodiment. The configuration of this modification, however, still serves to reduce the roll vibrations, compared with a configuration without cooperation of vertically moving active suspensions with a horizontally moving semi-active suspension.

[0115] Fig. 1, Fig. 15 and Fig. 16 illustrate a tenth embodiment of the present invention. The tenth embodiment is characterized by a configuration of changing over gains of vertically moving semi-active suspensions and a horizontally moving active suspension with taking into account the direction of a damping force generated by the vertically moving semiactive suspension, in addition to determination of whether the vertically moving semi-active suspension has a failure. Like components of the tenth embodiment to those of the first embodiment described above are expressed by like reference signs, and their description is omitted.

[0116] A railway vehicle 101 according to the tenth embodiment includes, for example, a vehicle body 2, trucks 3, wheels 4, vertically moving semi-active suspensions 102, a horizontally moving active suspension 9, a vehicle body vibration sensor 10, a first controller 103 and a second controller 104, approximately similarly to the railway vehicle 1 according to the first embodiment.

[0117] The vertically moving semi-active suspension 102 is configured approximately similarly to the configuration of the vertically moving semi-active suspension 22 of the

-30second embodiment. More specifically, the vertically moving semi-active suspension 102 controls the flow of a working fluid by means of an actuator 102 A. This vertically moving semi-active suspension 102 generates a damping force to reduce vibrations in the vertical direction of the vehicle body 2 relative to the truck 3, based on a control command from the first controller 103.

[0118] The first controller 103 is configured approximately similarly to the configuration of the first controller 92 of the ninth embodiment. The first controller 103 accordingly calculates a damping force that is to be generated by the vertically moving semi-active suspension 102 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The first controller 103 computes a control command signal (control command) that is to be output to the actuator 102 A of the vertically moving semi-active suspension 102, and controls the damping force of the vertically moving semi-active suspension 102.

[0119] The first controller 103 also determines whether the vertically moving semi-active suspension 102 has a failure, based on, for example, a value of current flowing in the actuator 102A. Additionally, the first controller 103 is connected with the second controller 104 via any of various networks. The first controller 103 performs a cooperative control program shown in Fig. 15 to output a cooperative control signal for adjusting a gain of the horizontally moving active suspension 9, to the second controller 104 according to whether the vertically moving semi-active suspension 102 has a failure and the direction of the damping force or the like of the vertically moving semi-active suspension 102.

[0120] The second controller 104 is configured approximately similarly to the configuration of the second controller 12 of the first embodiment. The second controller 104 calculates a damping force that is to be generated by the horizontally moving active suspension 9 in order to control the vibrations of the vehicle body 2, based on a detection signal from the vehicle body vibration sensor 10. The second controller 104 computes a control command signal (control command) that is to be output to an actuator 9 A of the horizontally moving active suspension 9, and controls the damping force of the horizontally moving active suspension 9.

-31 The second controller 104 also adjusts a gain of the horizontally moving active suspension 9, based on the cooperative control signal from the first controller 103.

[0121] The following describes the cooperative control program of the vertically moving semi-active suspensions 102 and the horizontally moving active suspension 9 performed by the first controller 103 and the second controller 104 with reference to Fig. 1, Fig. 15 and Fig. 16. The cooperative control program shown in Fig. 15 is repeatedly performed at predetermined control cycles.

[0122] Step 71 shows one example of a failed state determining portion. At this step 71, the first controller 103 determines whether the vertically moving semi-active suspension 102 has a failure. Upon determination of YES at step 71, the first controller 103 outputs a cooperative control signal to the second controller 104. At step 72, the second controller 104 accordingly increases a gain of the horizontally moving active suspension 9 with regard to roll vibrations (as shown in Fig. 16).

[0123] Upon determination of NO at step 71, on the other hand, the cooperative control program proceeds to step 73. Step 73 shows one example of a damping force direction determining portion. At this step 73, the first controller 103 determines whether the direction of the force that suppresses roll vibrations matches with the direction of the force generated by the vertically moving semi-active suspension 102. The vertically moving semi-active suspension 102 generates only a force in the direction opposite to the piston expanding/contracting direction. Accordingly, at step 73, it is determined whether the direction of the force that suppresses roll vibrations is opposite to the piston expanding/contracting direction of the vertically moving semi-active suspension 102.

[0124] Upon determination of YES at step 73, the direction of the force that suppresses roll vibrations matches with the direction of the force generated by the vertically moving semi-active suspension 102. In this state, the vertically moving semi-active suspensions 102 configured by semi-active dampers serve to suppress roll vibrations. Accordingly, the cooperative control program proceeds to step 74 at which the first controller 103 increases a gain of the vertically moving semi-active suspensions 102 with regard to roll vibrations (as

-32showninFig. 16).

[0125] Upon determination of NO at step 73, on the other hand, the direction of the force that suppresses roll vibrations does not match with the direction of the force generated by the vertically moving semi-active suspension 102. In this state, the vertically moving semiactive suspensions 102 configured by semi-active dampers fail to serve to suppress roll vibrations. Accordingly, the cooperative control program proceeds to step 75 at which the first controller 103 decreases the gain of the vertically moving semi-active suspensions 102 with regard to roll vibrations. Additionally, the first controller 103 outputs a cooperative control signal to the second controller 104. Accordingly, the cooperative control program proceeds to step 72 at which the second controller 104 increases a gain of the horizontally moving active suspension 9 with regard to roll vibrations (as shown in Fig. 16).

[0126] As described above, the configuration of the tenth embodiment controls the horizontally moving active suspension 9 to suppress roll vibrations when the vertically moving semi-active suspension 102 is out of control, similarly to the configuration of the ninth embodiment. Accordingly, the configuration of the tenth embodiment has approximately similar functions and advantageous effects to those of the configuration of the ninth embodiment.

[0127] According to the tenth embodiment, however, the vertically moving semi-active suspensions 102 are configured by semi-active dampers. Even when the vertically moving semi-active suspension 102 is in the controllable state, the vertically moving semi-active suspension 102 may thus fail to suppress roll vibrations.

[0128] For example, in the state that vertical vibrations or pitch vibration of the vehicle body 2 are predominant, the direction of the force generated to suppress roll vibrations may be different from the direction of the force generated by the vertically moving semi-active suspension 102. In this case, the vertically moving semi-active suspension 102 is only controllable to reduce a damping force with regard to roll vibrations and thereby fail to suppress the roll vibrations.

[0129] Accordingly, when the direction of the force generated to suppress roll vibrations is

-33 different from the direction of the force generated by the vertically moving semi-active suspension 102, the vertically moving semi-active suspensions 102 stop the rolling control, and alternatively the horizontally moving active suspension 9 performs the rolling control. Even the vertically moving semi-active suspensions 102 configured by semi-active dampers cooperate with the horizontally moving active suspension 9 to suppress roll vibrations. [0130] The system needs to identify the expanding/contracting direction of the vertically moving semi-active suspensions 102, i.e., the positive/negative direction of the piston velocity, in order to change over the control of the vertically moving semi-active suspensions 102 and the horizontally moving active suspension 9 according to the state of the vertically moving semi-active suspensions 102. Such information may be estimated from the vehicle body acceleration or may be measured by a stroke sensor mounted to the vertically moving semi-active suspensions 102.

[0131] The ninth embodiment and the tenth embodiment are configured to cause the horizontally moving active suspension 9 to suppress vibrations when the vertically moving active suspensions 8 or the vertically moving semi-active suspensions 102 fail to generate a sufficient force to suppress vibrations. The present invention is, however, not limited to these configurations. A modified configuration may cause vertically moving active suspensions to suppress vibration when a horizontally moving active suspension or a horizontally moving semi-active suspension fails to generate a sufficient force to suppress vibrations.

[0132] The configuration of the first embodiment is on the assumption that both the operations of the vertically moving active suspensions 8 and the operations of the horizontally moving active suspension 9 are known operations. The present invention is, however, not limited to this configuration. A railway vehicle 111 according to a first modification shown in Fig. 17 may be configured to estimate the state of a horizontally moving active suspension 9 and control vertically moving active suspensions 8, for example, even when the operating condition of the horizontally moving active suspension 9 is unknown. More specifically, in the state that the horizontally moving active suspension 9

-34has difficulty in generating a force, cooperative control of, for example, causing the vertically moving active suspensions 8 to compensate for the rolling control may be allowed by estimating the state of the horizontally moving active suspension 9. There is accordingly a need to estimate the stroke condition of the horizontally moving active suspension 9. State estimation using a Kalman filter 112 may be employed for this estimation. The Kalman filter 112 estimates the stroke condition of the horizontally moving active suspension 9, based on, for example, a signal from the vehicle body vibration sensor 10 and the conditions of the vertically moving active suspensions 8. Estimation of the stroke condition of the horizontally moving active suspension 9 enables the first controller 11 to control the vertically moving active suspensions 8 in cooperation with the horizontally moving active suspension 9. This configuration may be applied to the second to the fourth embodiments. [0133] According to the first embodiment, the vertically moving active suspensions 8 and the horizontally moving active suspension 9 are separately controlled by the first controller 11 and the second controller 12. The present invention is, however, not limited to this configuration. A railway vehicle 121 according to a second modification shown in Fig. 18 may be configured to control both the vertically moving active suspensions 8 and the horizontally moving active suspension 9 by a single controller 122 that integrates the first controller with the second controller. In this modification, the controller 122 includes a vertical motion controlling controller 123 configured to control a force generated by the vertically moving active suspensions 8, and a horizontal motion controlling controller 124 configured to control a force generated by the horizontally moving active suspension 9. This configuration may be applied to the second to the ninth embodiments.

[0134] According to the first embodiment described above, the first controller 11 and the second controller 12 are configured to control the vertically moving active suspensions 8 and the horizontally moving active suspension 9, based on the sky-hook control law. The present invention is, however, not limited to this configuration. A modification may control the vertically moving active suspensions and the horizontally moving active suspension, based on another control law, for example, LQG control law or Hoocontrol law. This

-35 configuration may be applied to the second to the tenth embodiments.

[0135] The first embodiment described above is configured to cooperatively control roll vibrations of the vehicle body 2 by means of the vertically moving active suspensions 8 and the horizontally moving active suspension 9. The present invention is, however, not limited to this configuration. A modification may cooperatively control other vibrations by means of the vertically moving active suspensions and the horizontally moving active suspension. This configuration may be applied to the second to the tenth embodiments.

[0136] The configurations of the respective embodiments described above are only illustrative, and the configurations of different embodiments may be partly replaced or combined.

[0137] The following describes other embodiments. A vertical motion controlling controller determines a force generated by a vertical power generating mechanism according to the condition of a horizontal power generating mechanism. When the horizontal power generating mechanism fails to suppress vibration of a vehicle body, this configuration suppresses the vibration of the vehicle body by the force generated by the vertical power generating mechanism and thereby improves the ride quality of the vehicle.

[0138] The vertical power generating mechanism and the horizontal power generating mechanism are configured by a vertical motion control damper and a horizontal motion control damper that control the flow of a working fluid by means of actuators. The vertical motion controlling controller thus determines a force generated by the vertical motion control damper according to the condition of the horizontal motion control damper.

[0139] The horizontal motion controlling controller controls to increase the force generated by the horizontal power generating mechanism, when a force with regard to vibration in a vertical direction generated by the vertical power generating mechanism is insufficient. When the force with regard to the vibration in the vertical direction generated by the vertical power generating mechanism is insufficient to suppress the vibration of the vehicle body, this configuration increases the force generated by the horizontal power generating mechanism and thereby suppresses the vibration of the vehicle body.

-36[0140] The vertical motion controlling controller controls to increase the force generated by the vertical power generating mechanism, when a force with regard to vibration in a horizontal direction generated by the horizontal power generating mechanism is insufficient. When the force with regard to the vibration in the horizontal direction generated by the horizontal power generating mechanism is insufficient to suppress the vibration of the vehicle body, this configuration increases the force generated by the vertical power generating mechanism and thereby suppresses the vibration of the vehicle body.

[0141] The horizontal motion controlling controller increases the force generated by the horizontal power generating mechanism when the vehicle has high running speed. The vertical motion controlling controller increases the force generated by the vertical power generating mechanism during low-speed drive that is a lower speed than that during highspeed drive. During high-speed drive, vibrations in the horizontal direction are predominant, due to the effects of aerodynamic force excitation and the like. In this state, the horizontal motion controlling controller increases the force generated by the horizontal power generating mechanism. This configuration enables the vibrations in the horizonal direction occurring during high-speed drive to be suppressed by the force generated by the horizontal power generating mechanism.

[0142] During low-speed drive, on the other hand, vibrations in the vertical direction are predominant. In this state, the vertical motion controlling controller increases the force generated by the vertical power generating mechanism. This configuration enables the vibrations in the vertical direction occurring during low-speed drive to be suppressed by the force generated by the vertical power generating mechanism.

[0143] The generated force may be adjusted by changing a gain. The configuration maintains control of the vertical power generating mechanism and control of the horizontal power generating mechanism, and achieves cooperative control of both the vertical power generating mechanism and the horizontal power generating mechanism by causing the other mechanism to compensate for the generated force to suppress the vibrations when the force generated by one mechanism is insufficient to suppress the vibrations.

-37[0144] The suspension control device of the embodiments described above may employ, for example, the following aspects.

[0145] According to a first aspect, a suspension control device is provided on a vehicle including a vehicle body and a truck. The suspension control device includes a vertical power generating mechanism placed between the vehicle body and the truck and configured to generate a force with regard to vibration in a vertical direction; a horizontal power generating mechanism placed between the vehicle body and the truck and configured to generate a force with regard to vibration in a horizontal direction; a vertical motion controlling controller configured to control the force generated by the vertical power generating mechanism; and a horizontal motion controlling controller configured to control the force generated by the horizontal power generating mechanism. The vertical motion controlling controller determines the force generated by the vertical power generating mechanism according to a condition of the horizontal power generating mechanism.

[0146] In a second aspect according to the first aspect, the vertical power generating mechanism and the horizontal power generating mechanism are respectively a vertical motion control damper and a horizontal motion control damper, each being configured to control a flow of a working fluid by an actuator.

[0147] In a third aspect according to the first aspect, when the force with regard to the vibration in the vertical direction generated by the vertical power generating mechanism is insufficient, the horizontal motion controlling controller controls the horizontal power generating mechanism to increase the force generated by the horizontal power generating mechanism.

[0148] In a fourth aspect according to the first aspect, when the force with regard to the vibration in the horizontal direction generated by the horizontal power generating mechanism is insufficient, the vertical motion controlling controller controls the vertical power generating mechanism to increase the force generated by the vertical power generating mechanism.

[0149] In a fifth aspect according to the first aspect, the horizontal motion controlling

-38 controller increases the force generated by the horizontal power generating mechanism, when a running speed of the vehicle is a high speed that is equal to or higher than a predetermined speed. The vertical motion controlling controller increases the force generated by the vertical power generating mechanism, when the running speed of the vehicle is a lower speed than the predetermined speed.

[0150] In a sixth aspect according to any one of first to fifth aspects, the force generated by the vertical power generating mechanism and the force generated by the horizontal power generating mechanism are respectively adjusted by changing a gain.

[0151] The foregoing describes some embodiments of the present invention. Such embodiments of the present invention described above are, however, for the purpose of facilitating the understanding of the present invention and are not intended to limit the present invention. The present invention may be changed, altered and modified without departing from the scope of the invention and includes equivalents thereof. In the scope of solving at least part of the problems described above or in the scope of achieving at least part of the advantageous effects, any combination or omission of any of the respective components described in the claims and in the specification hereof may be allowed.

[0152] The present application claims priority to Japanese patent application No. 2016033330 filed on February 24, 2016. The entirety of the disclosure including the specification, the claims, the drawings and the abstract of Japanese patent application No. 2016-033330 filed on February 24, 2016 is hereby incorporated by reference into this application.

REFERENCE SIGNS LIST [0153] 1, 21, 31,41,51,61, 71, 81, 91, 101, 111, 121 railway vehicle (vehicle); 2 vehicle body; 3 truck; 4 wheel; 8 vertically moving active suspension (vertical power generating mechanism); 8A, 9A, 22A, 32A, 42A, 72A, 73A, 82A, 83A, 102A actuator; 9 horizontally moving active suspension (horizontal power generating mechanism); 10 vehicle body vibration sensor (vehicle condition detector); 11, 23, 33, 43, 53, 63, 74, 84, 92, 103 first controller (vertical motion controlling controller); 12, 34, 54, 64, 75, 85, 93, 104 second

-39controller (horizontal motion controlling controller); 22, 42, 72, 82, 102 vertically moving semi-active suspension (vertically moving control damper); 32, 73, 83 horizontally moving semi-active suspension (horizontally moving control damper); 52 running speed obtaining portion; 62 position information obtaining portion; 112 Kalman filter; 122 controller; 123 vertical motion controlling controller; 124 horizontal motion controlling controller

Claims

1. A suspension control device provided on a vehicle including a vehicle body and a truck, the suspension control device comprising:

a vertical power generating mechanism for being placed between the vehicle body and the truck, and configured to generate a force with regard to vibration in a vertical direction;

a horizontal power generating mechanism for being placed between the vehicle body and the truck, and configured to generate a force with regard to vibration in a horizontal direction;

a vertical motion controlling controller configured to control the force generated by the vertical power generating mechanism; and a horizontal motion controlling controller configured to control the force generated by the horizontal power generating mechanism, wherein the vertical motion controlling controller is configured to determine the force generated by the vertical power generating mechanism according to a condition of the horizontal power generating mechanism.

2. The suspension control device according to claim 1, wherein the vertical power generating mechanism and the horizontal power generating mechanism are respectively a vertical motion control damper and a horizontal motion control damper, each of which is configured to control a flow of a working fluid by an actuator.

3. The suspension control device according to claim 1, wherein when the force with regard to the vibration in the vertical direction generated by the vertical power generating mechanism is insufficient, the horizontal motion controlling controller controls the horizontal power generating mechanism to increase the force generated by the horizontal power generating mechanism.

4. The suspension control device according to claim 1, wherein when the force with regard to the vibration in the horizontal direction generated by the horizontal power generating mechanism is insufficient, the vertical motion controlling controller controls the vertical power generating mechanism to increase the force generated by the vertical power generating mechanism.

5. The suspension control device according to claim 1, wherein the horizontal motion controlling controller is configured to increase the force generated by the horizontal power generating mechanism, when a running speed of the vehicle is equal to or higher than a predetermined speed, and the vertical motion controlling controller increases the force generated by the vertical power generating mechanism, when the running speed of the vehicle is lower than the predetermined speed.

6. The suspension control device according to claim 1, wherein the force generated by the vertical power generating mechanism and the force generated by the horizontal power generating mechanism are respectively adjusted by changing a gain.

7. A vehicle, comprising:

the vehicle body;

the truck; and the suspension control device according to claim 1.