JP2005083218A - Internal combustion rail-car and made-up vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide internal combustion rail-cars capable of maintaining a good fuel economy state over a long period of time by making the use frequency of a plurality of engines almost uniform. <P>SOLUTION: In a vehicle made up of a plurality of internal combustion rail-cars 10, only the A engines 12 or only the B engines 12 are selectively operated by an alternate operation control means 22 during light load operation where an actual fuel injection quantity does not exceed a set fuel injection quantity, but at this time, the operated A engines 12 and B engines 12 are changed every predetermined time to operate all the engines almost evenly. The degradation of the specific engine 12 can thereby be prevented, and the good fuel economy state can be maintained over a long period of time. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

    The present invention relates to a pneumatic vehicle and a knitted vehicle.

There are two engines for a trained vehicle constituting the trained vehicle, or two engines are mounted for each trained vehicle, but not limited to two engines per vehicle. In any case, a plurality of engines are mounted on a knitted vehicle in which a plurality of pneumatic vehicles are connected.
Conventionally, in such a knitted vehicle, all the engines are operated uniformly all the time during operation. For example, at high loads that require acceleration power, all engines are operated to perform power running. In addition, all engines are operated even during light loads such as flat roads or down grades.

  However, according to such a conventional operation method, since all the engines are operated even at a light load, each engine is operated in a region where the fuel consumption rate (g / PSh) as a characteristic is bad. As a result, there is a problem of poor fuel consumption. In order to solve this, it is known that a plurality of engines are not controlled uniformly but individually controlled (see Patent Document 1). In this operation method, since a plurality of engines are individually controlled, not all engines are operated at a light load, but can be operated with a limited number. Therefore, by concentrating the load on a specific engine, it is possible to operate in a region where the fuel consumption rate is good due to the characteristics of the engine, and the overall fuel efficiency is improved.

Japanese Patent Laid-Open No. 8-198102

  However, according to the operating method described in Patent Document 1, good fuel efficiency is realized by concentrating the load only on a specific engine at light load, but even at light load. If only a fixed engine is operated at all times, the frequency of use of the engine will become unbalanced over time, so that deterioration of a specific engine that is frequently used will be promoted, and good fuel economy will be maintained over a long period of time. There is a problem that becomes difficult.

  An object of the present invention is to provide a pneumatic vehicle and a knitted vehicle that can maintain a good fuel consumption state over a long period of time by making the frequency of use of a plurality of engines substantially uniform.

  In the pneumatic vehicle according to claim 1 of the present invention, in the pneumatic vehicle equipped with a plurality of engines, the number of operating engines is determined according to the load of the engine, and the engine to be actually operated is changed to change each engine. It is characterized by comprising alternate operation control means for controlling the usage frequency to be substantially uniform.

  The pneumatic vehicle according to a second aspect of the present invention is the pneumatic vehicle according to the first aspect, wherein the alternate operation control means changes the engine that is actually operated every predetermined time.

  A pneumatic vehicle according to a third aspect of the present invention is the pneumatic vehicle according to the first aspect, wherein the alternate operation control means changes the engine that is actually operated at a direction switching point of the pneumatic vehicle.

  The pneumatic vehicle according to claim 4 of the present invention is characterized in that the pneumatic vehicle according to any one of claims 1 to 3 is provided with speed control means for automatically controlling the traveling speed.

  A pneumatic vehicle according to a fifth aspect of the present invention is the pneumatic vehicle according to any one of the first to fourth aspects, wherein a predetermined number of operating engines are operated in an idling state during the detention of the dynamic vehicle. Indwelling idle operation control means is provided for controlling the frequency of use of each engine to be substantially uniform by changing the engine that is actually operated.

  A pneumatic vehicle according to a sixth aspect of the present invention is the pneumatic vehicle according to any one of the first to fifth aspects, wherein the generator is driven by the engine, and the auxiliary device is operated by electric energy from the generator. And an auxiliary machine control means for supplying electric energy from the generator paired with the operating engine to the auxiliary machine connected to the generator paired with the non-operating engine. It is characterized by that.

  A knitted vehicle according to claim 7 of the present invention is a knitted vehicle that is knitted by a plurality of pneumatic vehicles and is equipped with a plurality of engines, and determines the number of operating engines according to the load of the engine and is actually operated. It is characterized by comprising alternate operation control means for controlling the frequency of use of each engine to be substantially uniform by changing the engine to be operated.

In the above, according to the first aspect of the invention, the alternating operation control means selects and operates only a specific engine during light load operation, but does not always operate only a fixed engine but operates. Since the engine is changed from time to time and all the engines are operated almost uniformly, the deterioration of a specific engine is not promoted, and a good fuel consumption state is maintained for a long time.
In the present invention, the state where the engine is operating refers to a state where some load is applied to the engine. Therefore, when the engine is stopped, or when the engine is started but the clutch is disengaged and no load is applied, the engine is not operating and is not operating. is there.

  In the invention of claim 2, since the engine to be operated is changed every predetermined time, the use frequency of all the engines is more accurately made uniform, and the variation in performance due to engine deterioration is surely suppressed.

  According to the third aspect of the present invention, in the case of a railway train, for example, in an express train, the operation section is substantially limited, and may reciprocate within the section. Therefore, since the driving distance and driving time are approximately the same on the forward and return roads, in order to make the engine usage frequency substantially uniform, the number of engines that are operated at light loads is limited to half of all engines. It is only necessary to alternately switch half each at a direction switching point such as a turn-back point of the forward path and the return path, and the use frequency can be easily made uniform.

When traveling on a flat road with a light load by a pneumatic vehicle, so-called coasting operation is performed to improve fuel consumption. However, the coasting operation has been performed manually in the past, and accelerates by raising the notch until the predetermined traveling speed is reached, and then starts the coasting operation by lowering the notch to the idling state. It was accelerated and repeated, and the maneuver was complicated. Also, not only during coasting operation, raise the notch on the uphill road to increase the output so that the driving speed does not drop extremely, and on the downhill road, braking is done reversely so that the driving speed does not increase too much. Although it is maneuvered, this maneuver is also complicated.
On the other hand, in the present invention of claim 4, since speed control means is provided, such troublesome maneuvering is unnecessary.
On the other hand, according to this speed control means, instead of the control like the conventional coasting operation on a flat road, the engine is operated at a constant rotational speed by applying a substantially constant load which is not so large, thereby driving at a constant speed. Can also be realized. In other words, the upper and lower travel speed ranges are set narrow, and the engine rotational speed is precisely controlled to maintain a constant speed. In such a case, unlike the coasting operation, it is not necessary to increase the engine speed and accelerate the engine, so that the fuel consumption is further improved and the emission of harmful exhaust gas is reduced.

Traditionally, during the winter months in cold regions, the engines of the diesel trains that are detained in the operation districts, etc. are kept idling throughout the night, eliminating the failure of starting the engine early in the morning and driving the generator constantly, The bathrooms and toilets are constantly heated, and the water supply pipes are especially prevented from freezing by heating. However, even in such a case, since all the engines are operated, it is not preferable from the viewpoint of fuel consumption and influence on the surrounding environment.
Therefore, in the present invention of claim 5, by providing the indwelling idle operation control means, only a specific engine is operated to maintain the idling state, and the other engines are stopped. In addition, by changing the engine that is actually operated at any time, the frequency of use is made uniform. For this reason, for example, if the engine to be operated is half of all the engines, the fuel consumption is also substantially reduced, and the influence on the surrounding environment due to exhaust gas, noise, and the like is reduced.
In this case, the engine in the stopped state is not stopped all night, and since it is repeatedly operated and stopped to make the frequency of use uniform, it does not cool down so that it becomes difficult to start. . Further, if the number of engines to be operated is determined in advance to such an extent that indoor heating or heating for preventing freezing of the water absorption pipes can be performed, there is no problem that heating is not sufficiently performed.

During the control operation by the alternating operation control means, only the generator corresponding to the engine in operation is driven. However, only the auxiliary equipment that operates exclusively with the electric energy from this generator has the auxiliary equipment function. The possibility of not being able to cover enough arises. For example, when operating an air conditioner as an auxiliary machine with electric energy from a generator, there are air conditioners that do not operate during alternate operation control. There is a possibility that air conditioning cannot be performed.
For this reason, in the present invention of claim 6, the auxiliary energy control means is provided to supply the electric energy from the generator paired with the engine in the operating state, for example, to all the auxiliary machines. Auxiliary machine functions can be reliably provided. Further, by increasing the number of auxiliary machines (loads) with respect to the generator to be driven, it is possible to reliably collect loads on the engine and to operate at a more favorable fuel consumption rate.

  According to the knitted vehicle of the invention of claim 7, since it has the same configuration as that of claim 1 described above, the same effect as that of claim 1 is obtained, and the object of the present invention is achieved.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic diagram showing a knitted vehicle 1 according to the present embodiment, FIG. 2 is a block diagram showing a schematic configuration of a pneumatic vehicle 10 constituting the knitted vehicle 1, and FIGS. 3 and 4 are for explaining operation control. It is a flowchart of.

  The formation vehicle 1 includes a plurality of pneumatic vehicles 10, and each pneumatic vehicle 10 includes two carriages 11, two diesel engines (hereinafter simply referred to as engines) 12 that are driving sources of the carriages 11, and A generator 13 (FIG. 2) driven by each engine 12 is provided. In the present embodiment, one of the engines 12 is the A engine 12 and the other is the B engine 12.

  In FIG. 2, the configuration of the portion surrounded by the two-dot chain line is provided in common to all the pneumatic vehicles 10, and the other configuration is provided in the pneumatic vehicle 10 </ b> A provided with the cab. However, in FIG. 1, the pneumatic vehicle 10 </ b> A provided with the driver's cab is connected to both ends of the formation vehicle 1, but in addition, two units may be connected to face each other in the middle of the formation vehicle 1, The form of organization is arbitrary. In the all-wheeled vehicle 10, the fuel injection amount and the like of each engine 12 are controlled by the engine controller 14. On the other hand, the fuel injection device (not shown) of the engine 12 is provided with a detection sensor 15 for detecting the rack position, and a position signal from the detection sensor 15 is fed back to the engine controller 14, and fuel injection is performed based on this position signal. It is possible to detect the amount and the load condition applied to the engine 12.

  In addition, the electrical energy from the generator 13 is supplied to an auxiliary machine 16 such as an air compressor (for air brake and door opening / closing), an engine cooling fan, or an air conditioner, or a circuit switching formed by a power circuit or the like. The means 17 is also supplied. When only one generator 13A is driven, this circuit switching means 17 supplies electric energy not only to the auxiliary machine 16A that is paired with the generator 13A but also to the other auxiliary machine 16B. It can be switched so that supply from the other generator 13B to one auxiliary machine 16A can be performed.

  A pneumatic vehicle 10A provided with a driver's cab is equipped with a controller 20 configured using a computer. In addition, the cab is provided with a notch lever 31 for adjusting the traveling speed, a brake switch 32 for operating an air brake, an exhaust brake, etc., an alternating operation switch 33 for performing alternate operation, and a constant speed traveling of the knitted vehicle 1. A constant speed travel switch 34 for performing, a detention idle switch 35 for performing detention idle operation in an operation area, and a forward / reverse switching switch 36 for switching the driving direction of the carriage 11 at a terminal station that is a return point of the forward and return paths. Is provided. The notch lever 31 is, for example, a six-stage type, and a signal corresponding to the number of stages is output to the controller 20. Each switch 32 to 36 outputs a respective ON / OFF signal to the controller 20.

  The controller 20 includes normal operation control means 21, alternating operation control means 22, constant speed travel control means (speed control means) 23, indwelling idle operation control means 24, and auxiliary machine control means 25. Each of these means 21 to 25 is software executed in a computer, stored in a storage means (not shown) in the controller 20, and taken into the CPU and executed and processed as necessary. Below, each means 21-25 is demonstrated concretely.

  The normal operation control means 21 has a function of controlling steering by a normal manual operation. For example, when the notch lever 31 is manually operated, a signal corresponding to the notch position of the notch lever 31 is output to the engine controller 14. Based on the signal, the engine controller 14 outputs a rack position signal to the fuel injection device to control the fuel injection amount. In actual control, the position of the rack by the detection sensor 15 is fed back, and more accurate control is performed. Of course, by receiving an ON signal of the brake switch 32, braking by an air brake or an exhaust brake is also controlled.

  The alternating operation control means 22 is one of the most characteristic configurations in the present embodiment, and has a function of operating the A engine 12 and the B engine 12 alternately. Specifically, the alternate operation control means 22 first receives an ON signal from the alternate operation switch 33, and thereby the actual actual fuel injection amount Fact (corresponding to the output torque of the engine 12) obtained from the rack position signal and notch signal. ) And a preset set fuel injection amount F. If the actual fuel injection amount Fact exceeds the set fuel injection amount F, it is determined that the engine is in power running and all the engines 12 are operated. In the case of the amount F or less, it is determined that the operation is light load operation or coasting operation, and only the A engine 12 is operated, or only the B engine 12 is operated.

  As a result, as shown by the point P1 in FIG. 5, in the prior art where all the engines 12 were operated during the light load operation, the fuel consumption rate was low although the fuel injection amount in each engine 12 was small and the rotational speed was low. However, in this embodiment in which only the A engine 12 or only the B engine 12 is operated and the load is concentrated to half of the engines 12, the fuel consumption is not preferable. As shown, since the fuel consumption rate of the engine 12 that is operating is closer to the optimum position, the engine 12 is operating even if the fuel injection amount in one of the A engine 12 or the B engine 12 is increased. The fuel consumption of the engine 12 is improved, and more than half of the engines 12 are in a non-operating state, so that the fuel consumption of all the engines 12 is significantly improved.

  The alternate operation control means 22 further operates the A engine 12 and the B engine 12 alternately as its original function to average the use frequency of each engine 12. That is, the operating time of each of the A engine 12 and the B engine 12 is measured by a built-in timer or the like, and when the operating time reaches a predetermined time and the time is up, the operating A engine 12 is in a non-operating state and is not operating. The operating state of the engine 12 is switched, for example, the B engine 12 in the state is operated, or the B engine 12 that is operating is in the non-operating state and the A engine 12 in the non-operating state is operated. Here, in order to put the engine 12 into the non-operating state, the clutch at the rear stage of the engine 12 is disengaged to remove the load caused by the carriage 11 and the load caused by the generator 13.

  The constant speed travel control means 23 has a function of adjusting the fuel injection amount by controlling the engine controller 14 so as to maintain a preset target speed, and is activated by an ON signal from the constant speed travel switch 34. To do. For example, if a target travel speed is input and set from a setting input device (not shown), the control limit speeds Sucl and Slcl for this target travel speed are automatically determined as shown in FIG. Based on the signal, the fuel injection amount is finely adjusted through the notch signal so that the actual actual traveling speed Sact changes within the control limit speeds Sucl and Slcl.

  That is, in this embodiment, one notch position of the notch lever 31 is further divided into a plurality of groups by the constant speed traveling control means 23, and is subdivided into smaller predetermined notch units so that position signals are output. It has become. For this reason, when the speed exceeds the upper management limit speed Sucl, the fuel injection amount is decreased by a predetermined notch unit to immediately decrease the speed, and conversely, the lower limit management limit speed Slcl is exceeded. When the vehicle speed becomes low, it is possible to increase the fuel injection amount in a predetermined notch unit and increase the speed immediately. By doing so, the conventional sawing operation by repeating the power running operation and the coasting operation as shown in FIG. 7 is abolished, and the fuel injection amount is maintained substantially constant (that is, the optimum fuel consumption rate is applied to some load). The fuel consumption is improved and the emission of harmful exhaust gas is suppressed.

  The indwelling idle operation control means 24 has a function of causing the A engine 12 and the B engine 12 to alternately perform idling operation at predetermined time intervals, and is activated by an ON signal from the indwelling idle switch 35. In this way, even when the formation vehicle 1 is detained overnight in a driving district or the like during a cold period in winter, the number of engines 12 to be operated to prevent early morning engine start failure and water absorption pipe freezing can be reduced. It can be halved, and it is possible to reduce the amount of exhaust gas emission and noise and reduce the influence on the surrounding environment.

  The auxiliary machine control means 25 has a function of controlling the circuit switching means 17 so that both the auxiliary machines 16A and 16B are operated by one generator 13, that is, the generator 13A or the generator 13B. doing. During alternate operation control, electrical energy is normally supplied from one generator 13A (13B) to one auxiliary machine 16A (16B), and the other generator 13B (13A) and auxiliary machine 16B (16A) are stopped. However, for example, when one of the auxiliary machines 16A (16B) cannot meet the demand for a strong cooling request in summer, the electric energy from one of the generators 13A (13B) is used as a circuit. It is also supplied to the other auxiliary machine 16B (16A) via the switching means 17 to be operated so as to meet the request. The control for supplying electric energy may be performed by a switch operation from the driver's cab, or may be automatically performed by detecting the temperature and humidity in the vehicle and exceeding a predetermined reference value. Good.

Below, with reference also to FIG. 3, the typical driving | operation control of the formation vehicle 1 is demonstrated.
Step (hereinafter, “Step” is abbreviated as “S”) 1: First, when the train composed of the formation vehicle 1 is started, all the engines 12 are operated.
S2: Next, the controller 20 monitors the ON signal from the alternate operation switch 33. When all the engines 12 are operated uniformly as in the conventional case and the alternate operation is not performed, the alternate operation switch 33 is not pressed, and the process proceeds to S3.

S3: Here, the time measurement by the timer in the controller 20 is stopped, but since the time measurement has not been started at this stage, the stopped state is maintained.
S4: The train operation is started by the normal operation control. The normal operation control at this time is generally performed by adjusting the traveling speed by manually operating the notch lever 31 and the brake switch 32, and thus detailed description thereof is omitted here.

  S5: When the vehicle is accelerated by power running from the start of driving and reaches a predetermined traveling speed, it may be switched to constant speed traveling according to the judgment of the driver. Therefore, the controller 20 monitors the ON signal from the constant speed travel switch 34. When the controller 20 receives the ON signal, the constant speed travel control means 23 is activated and performs constant speed control in S6. The constant speed control will be described later with reference to FIG.

On the other hand, during driving, alternate driving may be performed to reduce fuel consumption. In this case, the controller 20 receives the ON signal from the alternate operation switch 33 in S2, and proceeds to S7.
S7: When the alternate operation is started, first, the alternate operation control means 22 is activated, and it is determined whether or not to perform constant speed running while performing the alternate operation. That is, the controller 20 monitors the ON signal from the constant speed travel switch 34, and when receiving the ON signal, performs a constant speed control in S18. The constant speed control will be described later with reference to FIG. When the ON signal is not received, the traveling speed or the like is manually adjusted by operating the notch lever 31 and the brake switch 32 or the like.

  S8, S9: During the alternate operation control, the alternate operation control means 22 detects the load of the activated engine 12. That is, the actual actual fuel injection amount Fact is detected and compared with the preset fuel injection amount F set in advance, and at the time of low load operation where the actual fuel injection amount Fact does not exceed the set fuel injection amount F, the previous alternating operation is performed. Is taken from the storage means whether it is performed by the A engine 12 or the B engine 12. The storage means also stores the operation time measured by the timer, and simultaneously captures the operation time of the A engine 12 or B engine 12 that was operating in the previous alternate operation.

  S10 to S13: If the previous alternate operation was performed by the A engine 12, only the A engine 12 is continuously operated in S11. In S13, the time measurement by the timer is restarted and the operation taken in from the storage means Add to time. On the other hand, if the previous alternating operation was performed by the B engine 12, only the B engine 12 is continuously operated in S12, and the time measured by the timer is restarted in S13, and the operating time taken from the storage means Add to.

  S14: Thereafter, it is determined whether or not the operating time of the A engine 12 or the B engine 12 has exceeded a predetermined time and the time is up. If the time is not up, the operation of only the A engine 12 or the operation of only the B engine 12 is continued. If it is determined that the predetermined time has been reached and the time is up, the process proceeds to S15.

  S15: Here, if the A engine 12 has been operating, the A engine 12 is stopped and put into a non-operating state, the B engine 12 is operated instead, and the engine is operated only by the B engine 12. On the contrary, if the B engine 12 has been operating, the B engine 12 is stopped to be in a non-operating state, and the A engine 12 is operated instead, and only the A engine 12 is operated. Thereby, the engine 12 to be operated is switched by half every predetermined time.

  S16, S17: Next, whether the engine 12 newly operated is the A engine 12 or the B engine 12 is stored in the storage means, and the operation time from the start of operation is counted by clearing the timer. To start.

  S19, S20: By the way, during the alternating operation control, the load of the engine 12 increases as in the uphill road, and during high load operation where the actual fuel injection amount Fact exceeds the set fuel injection amount F, the process proceeds from S8 to S19. Then, the time measurement by the timer is temporarily stopped, and in S20, all the engines 12 are operated to cope with a high load.

  Although illustration by the flowchart is omitted, since the control by the indwelling idle operation control means 24 is substantially the same as executing S9 to S17 shown in FIG. 3, further explanation is omitted here.

Hereinafter, the constant speed control in S6 and S18 in FIG. 3 will be described with reference to FIG.
S21: In the constant speed control, first, the constant speed running control means 23 is activated to switch the notch control to the automatic mode. The position of the notch lever 31 at this time is positioned at a special automatic mode position.

  S22 to S25: During the constant speed control, the constant speed traveling control means 23 is constant when the notch lever 31 is manually operated, the brake switch 32 is operated, or the OFF signal from the constant speed traveling switch 34 is received. The speed control is released, and the notch control is switched to the manual mode as shown in S25.

S26, S27: During the constant speed control, the constant speed traveling control means 23 monitors the traveling speed of the trained vehicle 1. Such a traveling speed can be calculated by detecting the rotational speed of the crankshaft of the engine 12 or the rotational speed of the axle of the carriage 11 with an appropriate speed sensor such as a rotation sensor. When the actual actual traveling speed Sact increases beyond the control limit speed Sucl that is the upper limit of the predetermined traveling speed, the control notch position is lowered by 0.2 notches and exceeds the control limit speed Sucl. Control to not.
S28, S29: In addition, when the actual actual traveling speed Sact falls below the management limit speed Slcl which is the lower limit of the traveling speed set in advance, the control notch position is increased by 0.2 notches and the management limit is increased. Control is performed so as not to exceed the speed Slcl.
As described above, as shown in FIG. 6, the actual traveling speed Sact is changed within the control limit speeds Sucl and Slcl, and the traveling speed is maintained substantially constant.

According to this embodiment, there are the following effects.
(1) That is, according to the knitted vehicle 1 constituted by a plurality of pneumatic vehicles 10, only the A engine 12 is operated by the alternate operation control means 22 during a light load operation in which the actual fuel injection amount Fact does not exceed the set fuel injection amount F. Alternatively, only the B engine 12 is selected and operated. However, since the A engine 12 and the B engine 12 to be operated are changed every predetermined time and all the engines 12 are operated almost uniformly, the deterioration of the specific engine 12 is deteriorated. Can be prevented, and a good fuel economy state can be maintained for a long time.

(2) Further, since the engine 12 to be operated is changed every predetermined time between the A engine 12 and the B engine 12, the frequency of use of all the engines 12 can be made more uniform and the performance associated with the deterioration of the engine 12 can be improved. Variations can be reliably suppressed.

(3) Further, since the knitted vehicle 1 is provided with the constant speed traveling control means 23, the engine is subjected to a substantially constant load which is not so large instead of the control like the conventional coasting operation on a flat road. 12 can be operated at a constant rotational speed, whereby a constant speed travel can be realized. Therefore, unlike the conventional coasting operation as shown in FIG. 7, it is not necessary to increase the rotational speed of the engine 12 and accelerate it repeatedly, so that the fuel consumption can be further improved and the exhaust of harmful exhaust gas can be reduced. Can be reduced.

(4) According to the indwelling idle operation control means 24 provided in the formation vehicle 1, only the A engine 12 is operated to maintain the idling state, or only the B engine 12 is operated to maintain the idling state. Therefore, even during detention, the frequency of use of the engine 12 can be made uniform, fuel consumption can be halved, and the influence on the surrounding environment due to exhaust gas and noise can be reduced.

(5) Since the auxiliary machine control means 25 is provided, the generator 13A (13B) is driven by the A (B) engine 12, and only the auxiliary machine 16A (16B) is operating. However, the auxiliary energy 16B (16A) that is stopped can also be supplied with electric energy via the circuit switching means 17, so that powerful air conditioning in summer can be reliably handled by all air conditioners. And by increasing the number of auxiliary machines 16 with respect to the generator 13A (13B) to be driven, the load on the A (B) engine 12 can be surely collected, and the operation at a more favorable fuel consumption rate can be performed. realizable.

In addition, this invention is not limited to the said embodiment, Including other structures etc. which can achieve the objective of this invention, the deformation | transformation etc. which are shown below are also contained in this invention.
For example, in the above-described embodiment, two engines 12 are mounted for each pneumatic vehicle 10, but a plurality of (more preferably even number of) engines 12 may be mounted as the formation vehicle 1. Even if there is a pneumatic vehicle 10 in which only one engine is installed, or there is a pneumatic vehicle 10 in which no engine 12 is installed, it is included in the trained vehicle of the present invention.

  In the above embodiment, the constant speed travel control means 23 is provided as the speed control means according to the present invention, and the trained vehicle 1 can be automatically traveled at a constant speed, so-called auto cruising was possible. The speed control means according to the present invention is not limited to this. For example, the speed control means may be controlled so as to automatically perform coasting operation during manual operation as shown in FIG. Further, since the characteristics of each section of the operation route, for example, the degree of climbing and descending, the degree of curve, etc. are known, the traveling speed for each section is stored as a map and automatically controlled according to this map. May be.

In the above embodiment, the alternate operation control means 22 switches the engine 12 every predetermined time, but is not limited to this. For example, in the limited express train, the operation section is substantially limited, and it is common to reciprocate within the section, and the operation distance and operation time are approximately the same in the outward and return paths. In order to make the frequency substantially uniform, the engine 12 operated at a light load is limited to the A (B) engine 12 on the forward path and the B (A) engine 12 on the return path, and these are alternately arranged at the turning points of the forward path and the return path. The frequency of use can be easily uniformed. It is also possible to automatically switch the engine 12 at such a turning point (direction switching point) in conjunction with the operation of the forward / reverse switching switch 36.
In addition, when the forward and return routes are not clear and it is difficult to specify the turn-back point, as in the case of irregularly operating along each railway line, the engine 12 is switched every predetermined time or according to the travel distance. May be.

  In the above-described embodiment, the engine 12 in each diesel vehicle 10 is divided into the A engine 12 and the B engine 12, and the alternate operation control means 22 alternately switches these to achieve uniform use frequency. Is divided into A-powered vehicles 10 and B-powered vehicles 10, and the engine 12 of the A-powered vehicle 10 is temporarily operated, and the engine 12 of the B-powered vehicle 10 is temporarily operated. The operation frequency may be made uniform by switching between operation and non-operation. Further, when the engine 12 is provided with an engine 12 that is a positive multiple of 3 or more, for example, the engine 12 is divided into an A engine 12, a B engine 12, a C engine 12... And these are used cyclically. The frequency may be made uniform. Of course, the number of types of the engine 12 may be arbitrarily determined according to the total number.

In the above-described embodiment, the formation vehicle 1 constituted by a plurality of pneumatic vehicles 10 has been described. However, in a type in which cabs are provided at both ends of one pneumatic vehicle, when operating with such a single dynamic vehicle, FIG. 3. Operation control shown in FIG. 4 may be performed.
Moreover, you may use such a driver's cab type pneumatic vehicle as a pneumatic vehicle which comprises a formation vehicle.

In addition, the best configuration, method and the like for carrying out the present invention have been disclosed in the above description, but the present invention is not limited to this. That is, although the present invention has been particularly illustrated and described, with particular reference to certain embodiments, it should be understood that methods for the embodiments described above may be made without departing from the spirit and scope of the invention. Various modifications can be made by those skilled in the art in terms of quantity, other details, and the like.
Therefore, the description of the method, quantity, etc. disclosed above is exemplary for ease of understanding of the present invention, and does not limit the present invention. The description by the name of the member which remove | excluded the limitation of one part or all of such restrictions is included in this invention.

  The present invention can be used not only on rails laid on a dedicated site, but also on trains and trains that run on rails laid on ordinary roads (road surfaces).

The schematic diagram which shows the formation vehicle which concerns on one Embodiment of this invention. The block diagram which shows schematic structure of the pneumatic vehicle which comprises a formation vehicle. The flowchart for demonstrating driving | operation control. The flowchart for demonstrating driving | operation control. The figure which shows the relationship between a torque, an engine speed, and a fuel consumption rate. The figure which shows the relationship between the travel speed in constant speed control, the amount of fuel injection, and travel time. The figure which shows the relationship between the driving speed, fuel injection amount, and driving time during coasting driving.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Formation vehicle, 10, 10A ... Pulsating car, 12 ... Engine, A engine, B engine, 13, 13A, 13B ... Generator, 16, 16A, 16B ... Auxiliary machine, 22 ... Alternate operation control means, 23 ... Speed control Constant speed traveling control means, which are means 24, indwelling idle operation control means, 25 auxiliary equipment control means.

Claims (7)

In a pneumatic vehicle (10, 10A) equipped with a plurality of engines (12),
The number of operations of the engine (12) is determined according to the load of the engine (12), and the use frequency of each engine (12) is made substantially uniform by changing the engine (12) to be actually operated. A pneumatic vehicle (10, 10A) comprising an alternating operation control means (22) for controlling. In the diesel vehicle (10, 10A) according to claim 1,
The alternate operation control means (22) changes the engine (12) to be actually operated every time a predetermined time elapses. In the diesel vehicle (10, 10A) according to claim 1,
The alternation operation control means (22) changes the engine (12) that is actually operated at the direction switching point of the train (10, 10A). In the diesel vehicle (10, 10A) according to any one of claims 1 to 3,
A pneumatic vehicle (10, 10A), characterized in that speed control means (23) for automatically controlling the traveling speed is provided. In the diesel vehicle (10, 10A) according to any one of claims 1 to 4,
While the pneumatic vehicle (10, 10A) is detained, a predetermined number of operating engines (12) are operated in an idling state, and each engine (12) is changed by actually changing the engine (12) to be operated. A pneumatic car (10, 10A) comprising indwelling idle operation control means (24) for controlling the use frequency to be substantially uniform. In the diesel vehicle (10, 10A) according to any one of claims 1 to 5,
A generator (13, 23A, 13B) driven by the engine (12);
An auxiliary machine (16, 16A, 16B) operating with electric energy from the generator (13, 23A, 13B);
The auxiliary engine (16, 16A, 16B) connected to the generator (13, 23A, 13B) paired with the engine (12) in the non-operating state is paired with the engine (12) in the operating state. A pneumatic vehicle (10, 10A) comprising auxiliary machine control means (25) for supplying electric energy from the generator (13, 23A, 13B). In a knitted vehicle (1) knitted by a plurality of pneumatic vehicles (10, 10A) and equipped with a plurality of engines (12),
The number of operations of the engine (12) is determined according to the load of the engine (12), and the control is performed so that the frequency of use of each engine is substantially uniform by changing the engine (12) to be actually operated. A knitted vehicle (1) characterized by comprising operation control means (22).

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