JPS6189935A - Controller for diesel engine locomotive - Google Patents

Abstract

PURPOSE:To ensure a smooth speed change operation in an automatic speed changing apparatus by providing means for detecting a Diesel engine speed and the amount of injected fuel and means for varying the governor characteristics of a fuel injection pump. CONSTITUTION:A speed signal N and a second control signal S2 are inputted to a first detector 29, and a first detection signal D1 is produced therefrom when an engine speed variation exceeds a given value. In result, a changeover signal S5 from a changeover signal generator 30 reaches a level 'H' to change the governor characteristics of a fuel injection pump 2 to all speed characteris tics. When the variation in the amount of fuel injected by the pump 2 exceeds a given level, a second detector 31 produces a second detection signal D2 to change the governor characteristics to limit speed characteristics by means of the changeover signal S5 from the changeover signal generator 30. Thus, a smooth speed change operation is enabled without causing an unnatural sense of acceleration or deceleration.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a control system for a diesel locomotive, and more particularly to a diesel locomotive equipped with an automatic transmission comprising a gear type transmission and a clutch. The present invention relates to a control device for use in a computer.

BACKGROUND OF THE INVENTION In recent years, an automatic transmission system in which a seven-actuator is attached to a parallel shaft gear type transmission has been put into practical use, and installation of this type of automatic transmission system in diesel locomotives is also being considered. By the way, in diesel locomotives, the governor characteristic of the fuel injection pump is usually a limit speed characteristic, so when the clutch is disengaged for gear change operation, the rotational speed of the engine will increase rapidly. Become. In order to prevent this, the governor characteristics of the diesel locomotive's fuel injection pump are switched from limit speed characteristics to all speed characteristics at the same time as the clutch is disengaged, and at the same time as the clutch is reconnected after the desired speed change operation is completed. A configuration has been considered in which the governor characteristic is controlled to be switched from an all-speed characteristic to a limit-speed characteristic.

Problems to be Solved by the Invention However, if the governor characteristics of the fuel injection pump are changed when the clutch is completely disengaged, engine revving will occur, and if the change is made when the clutch is fully engaged, an unnatural There is a problem in that a sense of acceleration or deceleration is caused.

Accordingly, it is an object of the present invention to provide a control device for a diesel locomotive that is capable of performing a speed change operation of an automatic transmission without causing the engine to rev up or feel an unnatural acceleration/deceleration. It's about doing.

Means for Solving the Problems The configuration of the present invention is such that the characteristics of the fuel injection pump are changed from limit speed characteristics to all speed characteristics during a speed change operation of an automatic transmission including a gear type transmission and a clutch. A control device for a diesel locomotive according to the present invention includes: a first detection means for detecting that a change in rotational speed of the diesel engine that occurs in response to disengagement of the clutch becomes equal to or greater than a predetermined value; a second detection means for detecting that a change in the injection amount of the fuel injection pump that occurs in response has exceeded a predetermined value; is changed from the limit speed characteristic to the all speed characteristic, and the fuel injection is performed in response to the detection result of the second detection means. The present invention is characterized in that it includes a changing means for changing the governor characteristic of the pump from an all-speed characteristic to a limit-speed characteristic.

Operation According to the above-described configuration, when the clutch provided between the transmission and the diesel engine is disengaged at the start of a gear shift operation, the load on the diesel engine is gradually reduced and the engine speed increases. However, this state is detected by the first detection means. When the amount of change in the engine speed reaches a predetermined value, the changing means changes the governor characteristic of the injection pump from the limit speed characteristic for traveling to the all speed characteristic, so that the engine speed to be detected by the first detecting means changes. By setting the amount of change in t to an appropriate value,
The latch can be disconnected without causing the engine to rev up.

On the other hand, if the clutch is engaged after the speed change operation is completed and the load on the engine increases as a result, the amount of fuel injected by the fuel injection pump increases, which is consistent with the all-speed characteristic. When the second detection means detects that the amount of change in the fuel injection amount caused by engagement of the clutch has become larger than a predetermined value, the change means switches the governor characteristic of the p-injection pump from an all-speed characteristic to a limit-speed characteristic. It will be done. Therefore, after the speed change operation is completed, the characteristics of the governor are switched before the clutch is fully engaged, and the clutch can be engaged without giving an unnatural feeling of acceleration or deceleration.

Example Hereinafter, the present invention will be explained in detail with reference to the illustrated embodiments.

FIG. 1 shows a schematic configuration diagram of an embodiment of a control device for a diesel locomotive according to the present invention. This vehicle control device 1 includes a nine-vehicle diesel engine 3 including an electronic fuel injection bong 7'2, a clutch, a slave device 4, and an automatic transmission 5 including a gear type transmission. A device that controls diesel locomotives, fuel injection bomb f2
control of the injection amount and arc control of the slave device 4 and automatic transmission device 5
The speed change control is performed by the control unit 6IC. An accelerator signal A indicating the amount of operation of the accelerator pedal 7, a shift command signal S1, a speed signal N indicating the engine speed are sent to an accelerator signal generator 8. A shift command signal generator 9 and a speed detector 10 respectively output and input to the controller 22 and the controller 22. In addition, a vehicle speed signal V indicating the vehicle speed and a water temperature signal T indicating the engine cooling water temperature are output from the vehicle speed signal generator. 11 and the water temperature detector 12, respectively, and inputted to the control unit FC.

The control unit 6 outputs a first control signal Sl for controlling the injection amount of the fuel injection pump 2 based on the accelerator signal A, the speed signal N, and the water temperature signal T. The voltage is applied to the actuator 14 for controlling the position of the fuel adjustment member 13 of the bonder 2, thereby forming an electronic control. The governor characteristics of the electronic governor configured in this way are determined by a calculation formula executed by the injection amount calculation section in the control unit 6,
By changing this arithmetic expression, either the limit speed characteristic or the all speed characteristic can be selected as the governor characteristic.

The control unit 6 is also input with a set of position signals P output from a position sensor (not shown) provided in the automatic transmission 5 and indicating the state of the gear position at the time. P, gear change based on accelerator signal A, vehicle speed signal V and shift command signal S? Calculations for control are performed.

Based on this calculation result, the clutch device 40 is turned on.

A second control signal S2 for performing off control and a third control signal s31 and fourth control signal S4 for controlling the selection and shift operations of the automatic transmission 4, respectively, are output, and these control signals S- to S4 A control operation for a desired gear change is configured to be executed.

Furthermore, reference numeral 15 denotes a position sensor for detecting the position of the fuel adjustment member 13, and the position sensor 15 outputs a voltage signal vP indicating the current position of the fuel adjustment member 13, which is sent to the control unit 6. has been entered.

FIG. 2 shows the configuration of the clutch device 4. The clutch device 4 is an operating lever 42 of a dry plate clutch 41.
' is connected to a hydraulic actuator device 43. The hydraulic actuator device 43 has a hydraulic cylinder 44 , and the operating port and the end of the door 45 of the hydraulic cylinder 44 are pivotally connected to one end of the operating lever 42 . The operating lever 42 is always biased in the direction of arrow X (the direction in which the clutch is engaged) by the force of a spring 460 provided on the dry plate clutch 41, and therefore, the operating lever 45 is also constantly biased in the direction of arrow X. The pressure receiving chamber 46 of the hydraulic cylinder 44 is energized.
A hydraulic pipe 49 in which a normally closed solenoid valve 48 is provided is disposed between the normally closed solenoid valve 48 and the hydraulic power source 47 .
When it is energized and opened, the hydraulic pressure from the hydraulic source 47 is guided to the pressure receiving chamber 46, and the operating rod 45 moves in the direction of arrow Y against the spring force. The hydraulic cylinder side of the solenoid valve 48 and the oil tank 49
A passage 51 having a normally open solenoid valve 50 is provided between the two. Here, the passage indicated by reference numeral 52 is a passage for keeping the pressure in the chamber 53 in the hydraulic cylinder 44 at atmospheric pressure at all times and removing back pressure.

Therefore, if the solenoid valves 48, 50 are deenergized at the same time,
The pressure within the pressure receiving chamber 46 becomes approximately equal to atmospheric pressure, the operating rod 45 moves all the way to the left, and the clutch device 4 becomes connected. Here, when the solenoid valves 48 and 50 are both energized, the solenoid valve 48 is opened and the hydraulic pressure source 47 and the pressure receiving chamber 46 are communicated through the hydraulic pipe 49, and the solenoid valve 50 is opened.
is closed, the pressure within the pressure receiving chamber 46 increases, the operation a2 door 45 moves in the direction of arrow Y, and the clutch device 4 becomes disengaged. In this state, when the solenoid valve 48 is closed and the solenoid valve 50 is opened, the pressure in the pressure receiving chamber 46 escapes through the passage 51, and the operating rod 45 moves in the direction of the arrow X in response to this decrease in pressure, and the clutch device 4 can be connected.

The excitation coil 54.55 of the solenoid valve 48.50 has a signal 8.
2m and S2b are applied, respectively. The signals 82m and S2b are a set of signals constituting the second control signal S8, and the opening/closing operation of each solenoid valve 48.50 causes each signal S and S
It will be held on the 25th.

2 & 3, a detailed block diagram showing the configuration of the control unit 6 shown in FIG. 1 is shown together with a part of the fuel injection pump 2. As shown in FIG. In the control unit 6, the reference numeral 21 denotes an injection amount calculation section, which receives the accelerator signal, speed signal N, and temperature signal T, as well as the voltage signal vP from the position sensor 15, as described above. is entered. A switch 23 for changing governor characteristics is connected to the injection amount calculation unit 21, and when the switch 23 is switched as shown by the solid line, signals A, N, and T are generated.

Based on vP, an injection amount control calculation is performed according to a predetermined limit speed characteristic.On the other hand, when the switch 23 is switched as shown by the dotted line, an injection amount control calculation is performed according to a predetermined all speed characteristic. According to the injection amount control calculation result, the injection amount calculation section 21 outputs a first control signal S1 for driving and controlling the actuator 14.

Note that the configuration of the injection amount calculation section 21 may be the same as that of a conventional electronically controlled fuel injection pump, and therefore a detailed explanation of the configuration will be omitted here.

Next, the first control signal S! The actuator 14 controlled by the following will be explained. The seventh actuator 14 for controlling the position of the fuel adjustment member 13 of the fuel injection pump 2 is configured as a ninth voice coil motor for operating the fuel adjustment member 13 . The first control signal S1 output from the injection amount calculation unit 21 is supplied to the movable coil 14& of the actuator 14, and the movable coil 14& is configured to be displaced according to the amount of current applied to the movable coil 14a.

The movable coil 14& and the fuel adjustment member 13 are connected by a link 16, and the position of the fuel adjustment member 13 can be controlled by the first control signal S1. Fuel adjustment member 13 is also coupled to a position sensor 15 . In the illustrated embodiment, the position sensor 15 is constituted by a potentiometer, and the DC voltage +V applied across the fixed terminals of the potentiometer is applied to the fuel adjustment member 13.
The divided voltage signal V,
is fed back to the injection amount calculation unit 21 as a signal indicating the position of the fuel adjustment member 13 at that time. The injection amount calculation unit 21 outputs a first control signal Sl for positioning control of the fuel adjustment member 13 in consideration of the value of the voltage signal V, and thereby adjusts the injection amount and controls the engine speed. He can hit hard.

Next, shift control will be explained. In Figure 3, 2
4 is a gear type transmission, and 25 is a gear shift unit equipped with an actuator for driving the transmission 24. The automatic transmission 5 includes the transmission 24 and the gear shift unit 25. Gear shift unit 25
A position signal P from a position sensor (not shown) provided in the transmission 24 is input to the position determination section 26, where the transmission 24
The gear position at any given time is determined, and a determination signal R indicating the gear position is output.

The discrimination signal R is sent to the gear shift control calculation section 27 to which the accelerator signal A, shift command signal S, and vehicle speed signal V are input.
is input, calculations for speed change control according to a required speed change pattern are executed, and second to fourth control signals S2 to S4 are outputted according to the results of the calculations. In the gear change operation using these control signals S2 to S4, first, the shift latch device 4 is connected and disconnected using the second control signal S2, and at this time, the shift for gear change is performed using the third and fourth control signals S3+84. Then, a selection operation is executed, and the shift lever 2a is positioned at a desired shift position.

In order to switch the governor characteristics of the injection amount calculation section 21 in response to the connection and disconnection operations of the electromagnetic clutch 4 based on the second control signal SzK, the control unit 6 further controls a characteristic switching control section 28.
It is equipped with

The characteristic switching control unit 28 operates when the clutch device 4 is placed in the disengaged state by the second control signal S2.

The diesel engine 3 is in a no-load state and has a first detection section 29 for detecting an increase in rotational speed due to this. Therefore, the first detection unit 29 has the speed signal N and the second
When the control signal S2 is input, the second control signal S! Based on the speed signal N, it is detected whether or not the amount of change in engine speed that occurs in response to reaching a level state where the child device 4 is disconnected is greater than a predetermined value. When the first detection section 29 detects that the amount of change in the engine speed described above has become larger than a predetermined value, the first detection section 29 outputs a first detection signal DI, and generates a switching signal. 30.

The characteristic switching control unit 28 is configured to detect that the amount of change in the load of the diesel engine 3 that occurs when the clutch device 4 is brought into the connected state by the second control signal S2 has become larger than a predetermined value. It has a second detection section 31.

A voltage signal V indicating the position of the fuel adjustment member 13 and a second control signal S2 are input to the second detection unit 31.
A voltage signal (■) determines whether the amount of displacement of the fuel adjustment member 13 that occurs in response to the control signal S2 reaching a level that connects the clutch device 4 is greater than a predetermined value.
Detection based on level changes. When the second detection section 31 detects that the amount of displacement of the fuel adjustment member 13 has become larger than a predetermined value, the second detection section 31 outputs a second detection signal D2, and the switching signal generation section 30 outputs a second detection signal D2. is input.

The switching signal generator 30 switches the switch 23 from the state shown by the solid line to the state shown by the dotted line in response to the input of the first detection signal D1, and then responds to the input of the second detection signal D2. outputs a switching control signal Ss for switching the switch (23) from the state shown by the dotted line to the state shown by the solid line.

Therefore, when a speed change operation is not performed, the switch 23 is switched as shown by the solid line in the second position, and the fuel injection pump 2 uses the limit speed characteristic to control the speed governing characteristic of the diesel engine 3. I am doing it. In this state, the second control signal S is sent to change the speed of the transmission 24.
When the clutch 41 is disengaged in step 2, the diesel engine 3 is controlled by the IJ speed characteristic, so the engine speed begins to increase. 1st
The detection unit 29 outputs the first detection signal Dl in response to the fact that the amount of change in the engine speed at this time is greater than a predetermined value. As a result, the switching signal S from the switching signal generator 30
S reaches the rHJ level, the switch 23 is changed as shown by the dotted line, and the governor characteristic of the fuel injection pump 2 is changed to the all-speed characteristic. Therefore, even if the engine is in a no-load state, the engine speed remains at the current level. Since the value is maintained at a required value according to the amount of depression of the accelerator pedal, the diesel engine 3 will not rev up when the clutch is disengaged.

In this state, the gear shifting operation of the transmission 24 is completed, and the second
When the clutch device 4 enters the connected state in response to the control signal S2, the load on the diesel engine 3 increases rapidly. Therefore, in the diesel engine 3 that is operated with all-speed characteristics, the position of the fuel adjustment member 13 changes in the fuel increasing direction. Kfi moves a lot and tries to keep the engine speed constant.

The second detection unit 31 detects the amount of displacement of the above-mentioned fuel adjustment member 13 in the fuel increasing direction, and outputs a second detection signal pg when the amount of displacement becomes larger than a predetermined value.

The second score output signal D2 is input to the switching signal generation section 30,
As a result, the level of the switching signal S50 becomes "L", the switch 23 is switched as shown by the solid line, and the governor characteristic is again switched from the all-speed characteristic to the limit-speed characteristic. Therefore, when the clutch 41 is connected, the governor characteristics are changed at an appropriate timing commensurate with the increase in the load on the diesel engine 3, and when the clutch 41 is connected,
Unnatural sensations of acceleration and deceleration often occur.

In this way, since the configuration is such that the governor characteristics are switched based on the amount of change in the rotational speed of the engine or the amount of displacement in the fuel injection amount that occurs when the clutch device 4 is operated, the control signal for the clutch device 40 can be changed as in the conventional case. Compared to switching the governor characteristics in response, it is possible to switch the governor characteristics at an appropriate timing. Therefore, it is possible to reliably prevent the engine from revving up due to a shift in the switching timing, or from giving an unnatural feeling of acceleration or deceleration.

The control unit 6 can also be configured using a microcomputer, and FIG. 4 shows an example of a control program in this case in the form of a flowchart.

To explain the flowchart in FIG. wX4, after the program is initialized at step 61, each required data is read (step 62). Thereafter, it is determined whether the desired gear position Go indicated by the shift command signal S and the current gear position G match (step 63), and if the determination result of the stellar f44 is YES, then , the process returns to step 62, and steps 62 and 63 are repeatedly executed until G4GO is reached. On the other hand, if the determination result is No, the process proceeds to step 64, and gear change control is executed so that G=G.

In Step 4, the solenoid valve 50 is closed and the solenoid valve 48 is opened in order to disconnect the clutch family f4.

As a result, the clutch 41 is gradually disengaged, so the load on the diesel engine 3 becomes lighter as the clutch 41 is disengaged, and the engine speed gradually increases. In Nute Pro 5, it is checked whether the amount of change ΔN in the engine speed caused by the disengagement of the clutch 41 is greater than a predetermined value a, and if ΔN>a, the governor characteristic of the injection bond 2 is at the limit. , the toss bead characteristic is changed to the all speed characteristic (step 66). After that, G=GO
A gear change operation is performed so that (step 6)
7) Next, in order to connect the clutch 41, the solenoid valve 48
is closed, and the solenoid valve 50 is opened (Step 8).

As a result, the clutch 41 is gradually connected, and the load on the diesel engine 2 is gradually increased accordingly. In this case, since the pana characteristic is an all speed characteristic,
As the engine load increases, the position of the fuel adjustment member 13 moves in the direction of increasing fuel.

Nut f69 determines whether the displacement ΔQ of the fuel adjustment member 13 that occurs when the clutch 41 is connected has increased by a predetermined value, and if ΔQ>b, the step 70
At this time, the governor characteristic is switched from all speed characteristic mode to limit mode, toss bead mode, and returns to neutral mode and pro 2 mode.

Effects According to the present invention, as described above, the governor characteristics are changed during a gear shift operation according to the amount of change in engine speed that occurs when the clutch is disengaged, and the change in the fuel injection amount that occurs when the clutch is engaged. Therefore, the governor characteristics can be switched at an appropriate timing. As a result, it is possible to prevent the engine speed from increasing significantly when the clutch is disengaged, and the clutch can be engaged without causing an unnatural feeling of acceleration or deceleration, resulting in smooth gear shifting. It has an excellent effect that allows you to control the operation.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram of a diesel locomotive control device according to the present invention, FIG. 2 is a configuration diagram of the clutch device shown in FIG. 1, and FIG. 3 is a main part of the control system of the device shown in FIG. 1. 1
Figure 0 and Figure 4 are flowcharts of a control program for realizing the functions of the control unit shown in Figure 3 using a microconbeater. 1... Vehicle control device, 2... Fuel injection pump, 3
...Diesel engine, 4...Clutch device, 5...
- Automatic transmission, 6... Control unit, 23... Switch, 28... Characteristic switching control section, 29... First detection section, 30... Second detection section, 31... Second detection section 2 detection parts,
D,...first detection signal, D2...second detection signal, S
2...Second control signal, N...Speed signal, ■,...
voltage signal. Patent applicant: Diesel Kiki Co., Ltd. Agent: Patent attorney: Masatoshi Takano Figure 1

Claims (1)

[Claims] 1. In a control device for a diesel locomotive, which changes characteristics of a fuel injection pump from limit speed characteristics to all speed characteristics during a speed change operation period of an automatic transmission comprising a gear type transmission and a clutch, the clutch A first detecting element that detects that the amount of change in the rotational speed of the diesel engine that occurs in response to the disconnection of the diesel engine exceeds a predetermined value;
a detection means, a second detection means for detecting that a change in the injection amount of the fuel injection pump that occurs in response to the engagement of the clutch becomes equal to or more than a predetermined value, and a second detection means responsive to the detection result of the first detection means; changing the governor characteristic of the fuel injection pump from the limit speed characteristic to the all speed characteristic, and changing the governor characteristic of the fuel injection pump from the all speed characteristic to the limit speed characteristic in response to the detection result of the second detection means. 1. A control device for a diesel locomotive, characterized by comprising: means.