JP4340399B2 - Diesel locomotive fuel control system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a fuel control device for a diesel locomotive that travels by remote control.
[0002]
[Prior art]
For example, diesel locomotives used in steelworks often run and stop repeatedly within a short range.In addition to driving on the vehicle, a command is sent from the ground to the control device on the vehicle by radio. There are some that can be remotely controlled such as running, stopping, and connecting with a freight car.
[0003]
Engine fuel control in a diesel locomotive with remote control added is provided with a plurality of cylinders via links to governor levers attached to the engine's injection device, and the amount of rotation of the governor levers at the stroke end of each cylinder is changed in stages. Thus, the corresponding cylinder is operated by obtaining a signal from the fuel control lever or the ground.
[0004]
[Problems to be solved by the invention]
Fuel control in a diesel locomotive without remote control is performed by a manual operation lever connected to the governor lever via a link, and the amount of rotation of the governor lever is continuously changed like an automobile accelerator. Is also possible.
[0005]
On the other hand, in order to enable remote control, it is necessary to provide an actuator operated by an electric signal by engaging with a governor lever. In the case of driving on a vehicle, the operation is performed by operating the actuator.
However, the control of the governor lever by the combination of a plurality of cylinders and links described above is expensive and requires a lot of installation space. When it is attached to an existing diesel locomotive, it is accompanied by a large remodeling. In addition, the link mechanism is not only complicated and complicated to adjust, but also causes looseness between the links and causes fuel control failure. Further, when driving on the vehicle, the operational feeling is greatly different from that of the conventional manual operation, so that confusion is inevitable and there is a problem that this is difficult even if it is desired to change the fuel control setting.
[0006]
SUMMARY OF THE INVENTION An object of the present invention is to provide a fuel control device for a diesel locomotive that is compact and can be easily installed in an existing diesel locomotive, and that can be easily changed in fuel control, and that is suitable for remote control.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention adopts the following means. That is, in a fuel control device for a diesel locomotive that travels by remote control, a cylinder that can be stopped and held at an intermediate position of a stroke is connected to a governor lever of the diesel engine via a link and is engaged with a piston rod of the cylinder. Then, a position detector for detecting the stroke position of the cylinder is provided, and the piston rod is moved to a predetermined stroke position based on a remote signal and stopped.
[0008]
Various cylinders such as an electric cylinder, a hydraulic cylinder, and an air cylinder can be used for rotating the governor lever, but a small and highly responsive air cylinder is desirable. In addition, the cylinder by hydraulic pressure or pneumatic pressure must be able to be stopped and held at a predetermined position in the middle of the stroke of the piston rod. It is simple to provide and lock the piston rod eccentrically. When the cylinder is operated, compressed air is sent to reduce the spring.
[0009]
Further, when the cylinder is stopped, as described in claim 2, the piston head chamber and the piston rod chamber are communicated with each other, and the pressure reducing valve provided in the flow path to the piston head chamber is used for the pushing side and the pulling side of the piston rod. If the thrust is made equal, the piston rod can be prevented from popping out when the stop is released.
[0010]
Piston rod stroke position detector has a scale that reads the piston rod and reads it (linear scale method), or a roller that rotates with the movement of the piston rod and detects the number of rotations with an encoder (Encoder method) may be used. In these, the stroke position for stopping the piston rod can be easily changed on the software.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a block diagram showing an outline of the overall configuration of a fuel control device for a diesel locomotive according to the present invention.
[0012]
A governor lever 3 attached to an injection device 2 of an engine 1 mounted on a diesel locomotive is connected to a cylinder 7 via a connecting member 4 and links 5a and 5b. The link 5a and the link 5b are connected by a push-pull cable 6 that can transmit and receive both.
[0013]
Therefore, by operating the cylinder 7, the links 5a and 5b are rotated, and the connecting member 4 is pushed and pulled accordingly, and the governor lever 3 is rotated.
The cylinder 7 is a return-type air cylinder, and compressed air is supplied by switching an electromagnetic switching valve 8 connected to a pneumatic pressure source based on a command from the control device 17.
[0014]
Although not shown, a brake portion is provided on the piston rod side of the cylinder 7, and this brake portion presses the piston rod with a spring from a direction perpendicular to its axial direction so as to hold it at its stroke position. In this case, the compressed air is supplied through the brake release valve 9 to compress the spring and release the holding.
[0015]
Further, the piston rod of the cylinder 7 is provided with a linear scale type position detector 16 for detecting the stroke position.
As shown in FIG. 2, the pneumatic circuit of the cylinder 7 is configured such that the piston head chamber 7a of the cylinder 7 is connected to the electromagnetic switching valve 8 via a flow rate control valve 11 and a pressure reducing valve 13 with a check valve. 7 b is connected to the electromagnetic switching valve 8 through the flow control valve 12. The electromagnetic switching valve 8 is connected to an air pressure source by a pipe 14, and compressed air is supplied to the piston head chamber 7a when the solenoid 8a is excited, and supplied to the piston rod chamber 7b when the solenoid 8b is excited.
[0016]
The piston head chamber 7a and the piston rod chamber 7b communicate with each other at the neutral position when the solenoids 8a and 8b are not excited. The pressure in the piston head chamber 7a is reduced by the pressure reducing valve 13 to the pressure in the piston rod chamber 7b. Lower value. The value reduced by the pressure reducing valve 13 is such that the thrust on the pushing side and the pulling side of the piston rod is the same, that is, the cross-sectional area of the piston head chamber 7a is larger by the piston rod, so I have to. Since the governor lever 3 is provided with a return spring, the value of pressure reduction is determined so that the thrust on the pushing side and the pulling side of the piston rod become the same in consideration of this. This prevents the cylinder rod from popping out when the stop is released.
[0017]
The brake release valve 9 is connected to an air pressure source by a pipe 15 and is switched by exciting a solenoid 9a. When the brake release valve 9 is switched, air pressure is sent to the brake portion 7c of the cylinder 7 to release the brake.
The solenoid 9a is configured to be excited in conjunction with the solenoids 8a and 8b of the electromagnetic switching valve 8, and when the electromagnetic switching valve 8 is in a neutral position (both the solenoids 8a and 8b are not excited). Is not excited and the cylinder 7 is in a braked state.
[0018]
The control device 17 instructs the operating equipment to run, stop, change the running direction, and connect and disconnect with the freight car, and is provided with a receiving antenna 21 for remote control.
On the other hand, on the ground side, there is a transmission controller 23 for remote control equipped with a transmission antenna 22, which is provided with a travel control lever 24 for transmitting a signal for operating the governor lever 3. Reference numeral 25 denotes a brake lever for braking the diesel locomotive.
[0019]
The travel control lever 24 can be positioned at four positions of “neutral”, “coupled”, “F1”, and “F2”. “Neutral” is a position when the diesel locomotive is in a coasting state. When the diesel locomotive is operated to this position, the governor lever 3 is in the idling position and the transmission is in the neutral state.
[0020]
“Coupling” is a position when the diesel locomotive is driven at a slow speed to connect the freight cars. When operated to this position, the governor lever 3 is set to the idling position, and the transmission is set to the “on” state. In the “neutral” and “coupled” positions described above, the cylinder 7 is in the most contracted position and is in a braked state, and the electromagnetic switching valve 8 is in the neutral position.
[0021]
“F1” is a position when the diesel locomotive is driven at a slow acceleration of about 7 km / h. When operated to this position, both the solenoid 8a of the electromagnetic switching valve 8 and the solenoid 9a of the brake release valve 9 are excited, and empty. Compressed air is sent to the piston head chamber 7a and the brake part 7c of the cylinder 7 from the pipes 14 and 15 from the pressure source.
[0022]
Therefore, the brake is released and the cylinder rod extends. When the detection signal from the position detector 16 reaches a predetermined stroke (for example, 60 mm), the solenoids 8a and 9a are demagnetized. Thus, the piston rod is held at a predetermined stroke position, and the governor lever 3 is held at a predetermined position.
[0023]
When the traveling speed of the diesel locomotive exceeds 7 km / h, the solenoid 8b is excited (the solenoid 9a is also excited), the cylinder 7 is reduced, and the engine is brought into an idling state. When the speed is below 7 km / h, the solenoid 8a is excited to extend the cylinder 7.
[0024]
“F2” is a position when the diesel locomotive is driven at a speed of about 10 km / h. At this time, the piston head chamber 7a of the cylinder 7 and the brake part are connected from the flow paths 14 and 15 from the air pressure source in the same manner as F1. When the compressed air is sent to 7c, the cylinder rod extends, and the detection signal from the position detector 16 reaches a predetermined stroke (for example, 85 mm), the solenoids 8a and 9a are demagnetized.
[0025]
When the speed exceeds 10 km / h, the solenoid 8b is excited in the same manner as described above to put the engine in an idling state. When the speed is below 10 km / h, the solenoid 8a is excited to extend the cylinder 7.
As described above, in the positions of “F1” and “F2”, acceleration / deceleration is automatically performed so that the traveling speed becomes constant. However, the position of the stroke can be easily corrected to an appropriate one on the software. Adjustment may be made so as to approximate the conventional manual driving feeling.
[0026]
【The invention's effect】
As described above, the fuel control device for a diesel locomotive according to the present invention connects a cylinder that can be stopped and held at an intermediate position of a stroke to a governor lever of a diesel engine via a link, and is connected to a piston rod of the cylinder. In addition, a position detector for detecting the stroke position of the cylinder is provided, and the piston rod is moved to a predetermined stroke position based on a remote signal and stopped. Remote control can be added to
[0027]
Further, since the fuel control setting can be easily changed on the software, it can be approximated to a conventional manual operation feeling.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an outline of an embodiment of a fuel control apparatus for a diesel locomotive of the present invention.
FIG. 2 is a circuit diagram of the cylinder.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Diesel engine 2 ... Injection pump 3 ... Governor lever 4 ... Connection member 5a, 5b ... Link 6 ... Push pull cable 7 ... Cylinder 7a ... Piston head chamber 7b ... Piston rod chamber 7c ... Brake chamber 8 ... Electromagnetic switching valve 8a, 8b ... Solenoid 9 ... Brake release valve 9a ... Solenoids 11 and 12 ... Flow control valve 13 ... Pressure reducing valve (with check valve)
DESCRIPTION OF SYMBOLS 14, 15 ... Piping 16 ... Position detector 17 ... Control apparatus 21 ... Reception antenna 22 ... Transmission antenna 23 ... Transmission controller 24 ... Traveling control lever 25 ... Brake lever

Claims (2)

In a fuel control system for a diesel locomotive that travels by remote control, a cylinder that can be stopped and held at an intermediate position of a stroke is connected to a governor lever of the diesel engine via a link, and is engaged with a piston rod of the cylinder. A fuel control device for a diesel locomotive, characterized in that a position detector for detecting a stroke position of a cylinder is provided and the piston rod is moved to a predetermined stroke position based on a remote signal and stopped. The cylinder is a return-type air cylinder. When the cylinder is stopped, the piston head chamber communicates with the piston rod chamber, and the pressure to the piston head chamber is reduced to equalize the thrust on the pushing and pulling sides of the piston rod. The fuel control device for a diesel locomotive according to claim 1, further comprising a valve.

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