JP6438273B2 - Engine generator control device and mining dump truck equipped with the same - Google Patents

Description

  The present invention relates to an engine generator control device and a dump truck for a mine equipped with the same, and to an operating point control method for an engine generator.

  Engine generators that generate electrical energy by driving a generator with an engine are used in various scenes. For example, in an electric dump truck used in a mine or the like, wheels are driven by converting rotational energy of an engine into electric energy by a generator and supplying it to an inverter and a motor. In recent years, in dump trucks, not only the transport performance but also the reduction of the fuel consumption used in the engine has become an important factor, and a fuel consumption reduction method has been proposed by devising the control method of the engine generator.

  In the method described in the specification of International Publication No. 2006/043619 (Patent Document 1), an engine operating region (a plane represented by a horizontal engine speed and a vertical engine output) for improving the fuel efficiency of a dump truck is loaded. A method of limiting according to the above is disclosed. According to the embodiment of this patent document, the driver first selects a power mode and a standard mode by a switch. The engine characteristics are determined by the mode selected, and the standard mode has a limited engine use area compared to the power mode, and operates at a low output / low engine speed. After selecting the mode, the load level is determined from the weight of the load and the suspension pressure. When the load is high, the engine usage range is expanded to the high output / high speed side, and when the load is low, the engine A process to narrow the use area to the low output / low rotation speed side is performed. As described above, Patent Document 1 proposes a method of limiting the excess power and reducing the fuel consumption by suppressing the output power according to the load.

International Publication No. 2006/043619

  However, in patent document 1, since the use area | region of an engine is restrict | limited according to load, there exists a possibility that the high efficiency point of the generator connected to the engine or the coaxial cannot be utilized positively. For example, when the region where the engine speed is high is high efficiency, the standard mode described in Patent Document 1 is limited to the operation in the low rotation region, and therefore cannot actively use the high efficiency region. Thus, in the conventional system, there is a problem that it is difficult to operate with high efficiency with respect to the output of the required engine generator.

  The present invention has been made to study the above-described problems of the prior art and to solve these problems.

  Accordingly, an object of the present invention is to provide an engine generator control device capable of operating an engine generator with high efficiency and reducing fuel consumption in the engine, and a dump truck for a mine equipped with the same. There is to do.

  The above and other objects and novel features of the present invention will be apparent from the description of this specification and the accompanying drawings.

  The following is a brief description of typical inventions disclosed in the present application.

That is, an engine, a generator driven by the engine, and a motor driven by the output power of the generator, the engine output at a generator output equal to or greater than a power amount threshold and at an engine speed equal to or greater than the rotation speed threshold The output of the generator is controlled at a constant number.

  An effect obtained by a representative one of the inventions disclosed in the present application will be briefly described. An engine generator control apparatus capable of operating an engine generator with high efficiency and reducing fuel consumption in the engine. And a dump truck for a mine equipped with the same.

  Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is a side view of the dump truck for mines carrying the engine generator control device of the present invention. 1 is a system block diagram of Embodiments 1 to 4 of the present invention. FIG. FIG. 9 is a system block diagram of Embodiments 5 to 8 of the present invention. It is a control block diagram which shows the processing content of EGU (engine generator control unit) of Example 1, 2 of this invention. It is a control block diagram which shows the processing content of EGU (engine generator control unit) of Example 5, 6 of this invention. It is a block diagram which shows the relationship between a motor request | requirement output and generator electric power. FIG. 6 is a control block diagram showing the processing contents of an engine speed command creating unit according to first to fourth embodiments of the present invention. FIG. 10 is a control block diagram showing processing contents of an engine speed command creating unit according to fifth to eighth embodiments of the present invention. It is a figure which showed the guideline at the time of determining Neth * of this invention, and is a figure which shows the structure of the composite efficiency of an engine generator. It is the figure which showed the guideline at the time of determining Neth * of this invention, and is a figure which shows the relationship between an engine (generator) rotation speed and an engine generator output. It is a control block diagram which shows the processing content of the motor request | requirement output calculation part of Example 1 of this invention. It is a control block diagram which shows the processing content of the motor request | requirement output calculation part of Example 2 of this invention. It is a control block diagram which shows the processing content of the motor requirement output calculation part of Example 5 of this invention. It is a control block diagram which shows the processing content of the motor request | requirement output calculation part of Example 6 of this invention. It is a control block diagram which shows the processing content of the mode switching part of Example 1, 2, 5, 6 of this invention. It is a control block diagram which shows the processing content of the mode switching part of Example 3, 4, 7, 8 of this invention. It is a control block diagram which shows the processing content of the generator output command preparation part of Examples 1-8 of this invention. It is a control block diagram which shows the processing content of the fixed rotation speed holding | maintenance part of Example 2, 4, 6 and 8 of this invention. It is a figure which shows the timing chart at the time of using the engine speed constant output mode and engine speed dependent output mode of the Example of this invention. It is a figure which shows the operating point locus at the time of using the engine speed constant output mode and engine speed dependent output mode of the Example of this invention. It is a figure which shows the timing chart at the time of using only the engine speed constant output mode of the Example of this invention. It is a figure which shows the operating point locus | trajectory at the time of using only the engine speed constant output mode of the Example of this invention. It is a control block diagram which shows the processing content of EGU (engine generator control unit) of Example 3, 4 of this invention. It is a control block diagram which shows the processing content of the motor request | requirement output calculation part of Example 3 of this invention. It is a control block diagram which shows the processing content of the motor request | requirement output calculation part of Example 4 of this invention. It is a control block diagram which shows the processing content of EGU (engine generator control unit) of Example 7, 8 of this invention. It is a control block diagram which shows the processing content of the motor request | requirement output calculation part of Example 7 of this invention. It is a control block diagram which shows the processing content of the motor requirement output calculation part of Example 8 of this invention.

  A representative embodiment according to the present invention will be described in detail. Reference numerals in the drawings to be referred to merely exemplify what are included in the concept of components to which the reference numerals are attached.

  In the present embodiment, an engine generator control device capable of operating the engine generator with high efficiency by controlling the operating point of the engine generator and reducing fuel consumption in the engine, and a dump truck for mining equipped with the same Will be described.

  First, the configuration of the dump truck for mining used in the description of the present embodiment will be described with reference to the side view of FIG. FIG. 1 is a side view of a mine dump truck equipped with an engine generator control device according to the present invention.

  The dump truck for a mine according to the present embodiment includes a loading platform 5 that can rotate in the vertical direction on the upper rear side of the vehicle body, and a driver seat 8 on the upper front side. A pair of left and right driven wheels 6L and 6R are disposed on the lower front side of the vehicle body, and a pair of left and right drive wheels 7L and 7R are disposed on the rear lower side of the vehicle body.

  Next, a power mechanism for moving the drive wheels 7L and 7R will be described. When the dump truck for the mine is driven, energy is supplied by the engine 4. As this engine, for example, a diesel engine may be selected. The rotational energy of the engine is converted into electric energy by the generator 2 and supplied to the inverters 3L and 3R. The inverters 3L and 3R drive the traveling motors 1L and 1R, so that the drive wheels 7L and 7R perform rotational motion. In addition, the grid system (chopper 9b and resistor 9a) operates in order to consume energy generated from the traveling motors 1L and 1R during braking.

  As other components, a mechanical fan used for cooling the power mechanism and an auxiliary generator (auxiliary system) for moving the electric fan are installed.

  Next, the connection relationship between the components and the control device described above will be described with reference to FIG. FIG. 2 is a system block diagram according to the present embodiment. The system block diagram of FIG. 2 is common to Examples 2 to 4 described later.

  First, connection between components will be described. The engine 4 is connected to the generator 2 and the auxiliary system 18 by a mechanical mechanism. The rectifier 10 converts the electric power of the generator 2 into a direct current and supplies the electric power to the inverters 3L, 3R and the traveling motors 1L, 1R. That is, the rectifier 10 supplies electric power to the traveling motor 1L via the inverter 3L, and supplies electric power to the traveling motor 1R via the inverter 3R. The traveling motor 1L is connected to the driving wheel 7L by a mechanical mechanism, and the traveling motor 1R is connected to the driving wheel 7R by a mechanical mechanism. Further, in order to consume energy generated from the traveling motors 1L and 1R during braking, a grid system (chopper 9b and resistor 9a) is connected in parallel to the inverters 3L and 3R and the rectifier 10.

  Next, the connection relationship between the control device and the components will be described. First, the ECU 11 (engine control unit) measures the engine speed and controls the engine speed. The ECU 11 inputs an engine speed command Ne * from the EGU 14 (engine generator control unit). Next, the GCU 12 (grid system control unit) measures / monitors the voltage Vdc of the DC bus to which the inverters 3L and 3R, the rectifier 10 and the chopper 9b are connected. If the DC bus voltage Vdc exceeds the specified voltage during braking, the DC bus voltage Vdc is controlled by controlling the duty ratio of the chopper 9b between 0 and 1 and consuming power by the resistor 9a. Is kept at the specified value. The MCU 13 (motor control unit) measures the rotational speed of the motor and inputs the required motor output value Mp * from the EGU 14, and controls the rotational speed and torque of the traveling motors 1L and 1R. Finally, the EGU 14 (engine generator control unit) controls the output and rotation speed related to the engine 4 and the generator 2. The EGU 14 has as inputs an accelerator opening signal Acl from the accelerator 15 and a retard opening signal Rtd from the retard 16, an actual engine speed (actual engine speed) Ne measured by the ECU 11, and a direct current measured by a direct current bus. The bus voltage Vdc is used.

  Next, details of the EGU 14 will be described with reference to FIG. FIG. 4 is a diagram showing the processing contents of the EGU 14.

  The input retard opening signal (Rtd) is multiplied by −1 by the gain 20 and added to the accelerator opening signal (Acl). The generated Acl / Rtd signal is input to an engine speed command generating unit (means or unit) 22 and an engine speed command Ne * is determined based on the Acl / Rtd signal. The Acl / Rtd signal is input to the motor request output calculation unit (means or unit) 23 together with the actual engine speed signal Ne. The required motor output calculation unit 23 determines a driving force (motor required output value Mp *) necessary for traveling based on the Acl / Rtd signal and the actual engine speed signal Ne. Further, the generator output command creation unit (means or unit) 24 receives the DC bus voltage Vdc and the DC bus voltage command value Vdc * as input, so that the DC bus voltage Vdc follows the DC bus voltage command value Vdc *. Determine the generator output command value Gp *. In this embodiment, the generator output Gp is controlled by the motor required output value Mp *.

  Here, the relationship between the motor required output value Mp * and the generator output command value Gp * will be described with reference to FIG. FIG. 6 is a block diagram schematically showing the relationship between the motor required output value Mp * and the generator output command value Gp * during driving and the DC bus voltage Vdc. When the required motor output value Mp * is first determined, the motor power Mp is determined via the MCU 40 (MCU 13 shown in FIG. 2) and the motor / inverter (Pm (s)) 42. Thereafter, the DC bus current Idc is determined in the calculation units 43, 44, and 45 from the relationship between the current output Gp of the generator (Pg (s)) 41 and the motor power Mp. Further, the DC bus voltage Vdc is determined by multiplying the DC bus current Idc by the transfer function (1 / (Cdc · s)) determined by the calculation unit 46 and the calculation unit 47 based on the capacitance Cdc on the DC bus. To do. The determined DC bus voltage Vdc is converted into the generator output command Gp * by the generator output command creation unit 24, and becomes the actual generator output Gp through the generator (Pg (s)) 41 to command the DC bus voltage. Keep in value. As described above, when the motor required output value Mp * is controlled, the generator output Gp can be controlled.

  From here, the details of the engine speed command creating unit 22, the motor request output calculating unit 23, and the generator output command creating unit 24 will be described.

  First, the engine speed command creating unit 22 will be described with reference to FIG. FIG. 7 is a control block diagram illustrating the processing contents of the engine speed command creation unit according to the present embodiment. The control block diagram of FIG. 7 is common to Examples 2 to 4 described later.

  The engine speed command creating unit 22 creates an engine speed command Ne * by using the Acl / Rtd signal as an input. As shown in FIG. 7, when the Acl / Rtd signal is less than or equal to zero, the engine speed is set to the idle speed NeL * and becomes greater than zero, that is, when the accelerator is depressed, the Neth is determined according to the specified map value. The engine speed command Ne * increases until *. Here, an Acl / Rtd signal that causes the engine speed command Ne * to be Neth * is Ath *. Ath * is set to a value greater than zero.

  Here, the Neth * setting method will be described with reference to FIG. FIG. 9A and FIG. 9B are diagrams showing guidelines for determining Neth * according to the present embodiment. FIG. 9A shows the combined efficiency configuration of the engine generator. FIG. 9B shows the relationship between the engine (generator) speed and the engine generator output.

  Neth * is set to the engine speed that maximizes the efficiency for each output of the engine generator. Here, the efficiency of the engine is often expressed as a fuel consumption rate, and the efficiency of the generator is often expressed as input / output efficiency (output power / input power). When considering the efficiency of the engine generator, as shown in FIG. 9A, since the engine and the generator are connected on the same axis, it is necessary to consider the combined efficiency of the two components. Therefore, the rotational speed at which the combined efficiency of the engine generator is maximized is calculated using the fuel consumption rate and the generator efficiency. First, the reciprocal of the fuel consumption rate and the generator efficiency are multiplied by the same rotation speed and the same output to calculate the combined efficiency of the engine generator. Next, the most efficient engine speed is determined for each generator output. Here, the determined engine speed is, for example, a solid circle shown in FIG. 9B (pattern 1). As indicated by the solid circle, if the engine speed at which the maximum efficiency is obtained is substantially constant, Neth * may be calculated by calculating the average value of all determined engine speeds. Also, as shown by the dotted circle (pattern 2) in FIG. 9B, when the engine speed at which the maximum efficiency is shifted in the high output and low output regions, the average value is calculated from the engine speed on the high output side only. Neth * may be calculated. Here, the high output side indicates an output region in a range larger than 1/2 of the maximum output, for example.

  Next, the motor request output calculation unit 23 will be described with reference to FIG. FIG. 10 is a control block diagram showing the processing contents of the motor request command calculation unit 23 of the present embodiment.

  The motor request output calculation unit 23 receives the Acl / Rtd signal and the actual engine speed Ne and switches between the two modes to determine the motor request output. The first mode is a constant engine speed output mode. In this mode, control is performed by changing the output of the engine generator while the engine speed is constant at the value of Neth *. As a result, the engine generator can be operated with high efficiency. The motor required output value Mp1 * for determining the output of the generator is calculated using a map so that Mp1 * increases as the Acl / Rtd signal increases. The shape of the map is set according to driving performance, acceleration performance, fuel consumption performance, and the like. Here, it is assumed that the motor required output value Mp1 * at Ath * set in FIG. 10 is Pth *.

  The second mode is an engine speed dependent output mode. In this mode, the power generation output is controlled based on the engine speed. The purpose of this mode is to reduce the fuel consumption of the engine in consideration of the auxiliary system 18. The auxiliary system 18 includes a component whose power consumption increases as the engine speed increases, such as an engine fan. Therefore, when the motor required output value Mp * is determined only in the constant engine speed mode, the increase in power consumption of the auxiliary system 18 may offset the efficiency improvement of the engine generator depending on the set Neth *. is there. In particular, since the above phenomenon becomes remarkable in the low output state, in this mode, the actual engine speed Ne is input, and when the engine speed is low, Mp2 * is reduced, and when the engine speed is high, Mp2 * is set. Set the map to be larger. Further, when the actual engine speed Ne exceeds a predetermined value (Neth * in the present embodiment), Mp2 * is maintained at a constant value (Pth * in the present embodiment). The shape of the map is set based on driving performance, acceleration, fuel efficiency, and engine speed acceleration. Here, the motor required output value Mp2 * in Neth * set in FIG. 10 is set to Pth *. Pth * set in the engine speed constant output mode is the same as Pth * in this mode, and is an ideal target value for switching the mode together with Neth *. Here, it is desirable to set Pth * to a larger value as the auxiliary machine power becomes larger than the engine output. This is because there is a trade-off relationship between the improvement in engine generator efficiency and the increase in auxiliary machine power, and Pth * is set according to the equipment used and the usage situation. On the contrary, Pth * can be set to a smaller value as the ratio becomes smaller with respect to the engine output. In particular, when the output of the auxiliary system 18 has a small influence of about 1% or less on the engine output, Pth * in the motor required output calculation unit is set to zero, and Ath * shown in FIG. 7 is also a value as close to zero as possible. For example, by setting to 0.01 or the like, it is possible to determine the motor required output value Mp * only in the engine speed constant output mode.

  Next, the mode switching unit (means or unit) 62 for switching between the two modes will be described with reference to FIG. FIG. 14 is a control block diagram illustrating the processing contents of the mode switching unit 62 of the present embodiment. The control block diagram of FIG. 14 is common to the second, fifth, and sixth embodiments.

As described above, the ideal target values for switching modes are Pth * and Neth *. In this embodiment, a switching unit using Neth * will be described. The mode switching unit 62 inputs the actual engine speed Ne (S02), and determines the mode in S03. When the actual engine speed Ne is greater than or equal to Neth * -dNe , the engine speed constant output mode (S05) is selected . When the actual engine speed Ne is less than Neth * -dNe, the engine speed dependent output mode (S04) is selected. When selected, the mode switching signal is output (S0 6 ). Here, ideally, the switching determination should be made with Neth *, but in reality, it is difficult for Neth * to make the actual engine speed constant due to the influence of variations in engine speed and the like. That is, dNe is an allowable rotational speed for taking into account variations due to disturbance of the actual engine rotational speed Ne, and may be set to about 100 rpm or less, for example, in accordance with the engine state and usage environment. Therefore, Neth * -dNe is a threshold value for switching modes. Further, the value of dNe may be changed depending on the mode. For example, by setting dNe in the engine speed dependent output mode to be smaller than dNe in the engine speed constant output mode, it is possible to provide hysteresis characteristics and prevent mode switching from occurring frequently.

  Furthermore, the generator output command creation unit 24 will be described with reference to FIG. FIG. 16 is a control block diagram illustrating the processing contents of the generator output command creation unit 24 of the present embodiment. The control block diagram of FIG. 16 is common to the second to eighth embodiments.

  The generator output command generator 24 outputs the generator output command Gp * so that the DC bus voltage command value Vdc * and the DC bus voltage Vdc match. The input DC bus voltage Vdc is subtracted from the DC bus voltage command Vdc * by the adder / subtractor 80 and input to the PID control 81. The output of the PID control 81 passes through the limiter 82 and is output as a generator output command Gp *.

  Finally, the effect of the present embodiment will be described with reference to FIGS. 18, 19, 20, and 21. FIG. FIG. 18 is a diagram showing a timing chart when the engine speed constant output mode and the engine speed dependent output mode according to the embodiment of the present invention are used. FIG. 19 is a diagram showing operating point trajectories when the engine speed constant output mode and the engine speed dependent output mode according to the embodiment of the present invention are used. FIG. 20 is a diagram showing a timing chart when only the constant engine speed output mode according to the embodiment of the present invention is used. FIG. 21 is a diagram showing an operating point locus when only the constant engine speed output mode according to the embodiment of the present invention is used.

FIG. 18 is a time chart when the engine generator control device shown in the present embodiment is applied to the engine generator mounted on the dump truck. First, the accelerator is depressed at time A Acl / When Rtd signal increases the Ath * on more than the actual engine speed Ne Neth according to the state of inertia and generator output of the engine shaft from the idling speed NeL * * Increase to. On the other hand, the generator output Gp increases while being controlled to the motor required output value Mp *. Since the actual engine speed Ne is less than Neth * -dNe until time B, the motor required output value Mp * is determined in the engine speed-dependent output mode. On the other hand, after the time B, the actual engine speed Ne becomes equal to or greater than Neth * -dNe, so the mode is switched to the constant engine speed output mode. Here, the generator output when the mode is switched is Pth * -dGp. dGp is an allowable power value representing a power change corresponding to the allowable engine speed dNe. In the engine speed constant output mode, the output is determined according to Acl / Rtd. Therefore, in this example in which the step is greater than Ath *, Mp * is commanded to be greater than Pth *. Next, at time C, when the Acl / Rtd signal decreases, the actual engine speed Ne and the generator output Gp decrease accordingly. When the engine rotational speed Ne becomes less than Neth * -dNe, the engine rotational speed dependent output mode is entered, so that the motor required output value Mp * becomes a value based on the engine rotational speed Ne. When the accelerator is depressed again at time D, the actual engine speed Ne and the generator output Gp increase. Finally, at time E, when the actual engine speed Ne becomes Neth * -dNe or more, the engine speed constant output mode is entered again.

  FIG. 19 is an operating point locus in which the operation of FIG. 18 is drawn as the horizontal axis actual engine speed Ne and the vertical axis generator output Gp. The one-dot chain line in the figure indicates the maximum output of the engine generator, and the range indicated by hatching indicates the operating point. As shown in the figure, when the actual engine speed is less than Nth * -dNe (less than Pth * -dGp), the output characteristics are based on the engine speed, and for Nth * -dNe or more (Pth * -dGp or more) It can be seen that the output characteristics are constant. Here, the reason why the operating point locus has a width will be described. In this embodiment, the mode switching threshold is set to Neth * -dNe. Since the maximum value of the engine speed command is Neth *, even in the engine speed constant output mode, the actual engine speed Ne varies between Neth * -dNe and Neth * due to the influence of disturbance. The fluctuation range varies depending on the set value of dNe, but considering the fluctuation characteristics of the engine speed and the efficiency of the engine generator, it may be set at a value up to 100 rpm. Further, the generator output Gp also varies about 100 W due to the influence of disturbances to the motor, etc., so that the operating point has a width. Further, the range surrounded by Pth * to Pth * -dGp and Neth * to Neth * -dNe is a mixture of the engine speed constant mode and the engine speed dependent mode.

  20 and 21 show the results when Pth * is set to zero and Ath * is set to a value as close to zero as possible, for example, 0.01. When the output of the auxiliary system 18 is so small that it does not affect the engine generator, Pth * is set to zero and Ath * is set to a value as close to zero as possible, for example, 0.01. It is also possible to control the output.

  In FIG. 20, first, when the Acl / Rtd signal becomes equal to or higher than Ath * at time F, the actual engine speed Ne increases from the idling speed NeL * to Neth *. The generator output is in the engine speed dependent mode until time G, and Pth * is set to 0, so the generator output does not increase. Next, at time G, when the actual engine speed becomes equal to or greater than Neth * -dNe, the engine speed constant output mode is set, and the motor required output values Mp * and Gp increase according to the Acl / Rtd signal. At time H, the Acl / Rtd signal decreases but does not fall below Ath *, so the actual engine speed remains at Neth *, the motor required output value Mp * decreases according to the Acl / Rtd signal, and the generator output Gp also Decrease. Finally, at time I, the accelerator is depressed again, and the Acl / Rtd signal increases, so both Mp * and Gp increase. As described above, when this embodiment is used, it is possible to control the engine generator in consideration of the high-efficiency operation of the engine generator and the increase or decrease in the power consumption of the auxiliary system 18. As a result, fuel consumption in the engine can be reduced.

  In the present embodiment, another engine generator control device capable of operating the engine generator with high efficiency by controlling the operating point of the engine generator and reducing fuel consumption in the engine, and a mine equipped with the same The dump truck for the vehicle will be described.

  In the present embodiment, description of matters already described in the first embodiment is omitted. 1, 2, 4, 6, 7, 9, 14, and 16, the timing charts and operating point trajectories in FIGS. 18, 19, 20, and 21. The diagram is the same as in the first embodiment. In the present embodiment, the configuration of the motor request output calculation unit 23 in FIG. 4 is different from that in the first embodiment. The motor request output calculation unit 23 in FIG. 4 that is a difference from the first embodiment will be described with reference to FIG. FIG. 11 is a control block diagram showing the processing contents of the motor request command calculation unit (means or unit) 23 of the present embodiment.

  First, the difference from the first embodiment is that a constant rotational speed holding unit (means or unit) 70 is added and the motor required output value Mp1 * in the engine rotational speed constant output mode is multiplied by a coefficient α. This means can suppress variations in engine speed. The input to the constant rotational speed holding unit 70 is the actual engine rotational speed Ne, and the output is a coefficient α that increases or decreases the motor required output value Mp1 * in the engine rotational speed constant output mode.

  Next, details of the constant rotation speed holding unit 70 will be described with reference to FIG. FIG. 17 is a control block diagram illustrating the processing contents of the constant rotation speed holding unit 70 according to the present embodiment. Note that the constant rotation speed holding unit 70 of FIG. 17 is common to the second, fourth, sixth, and eighth embodiments.

  The constant rotational speed holding unit 70 inputs the actual engine rotational speed Ne and the engine rotational speed Neth * at which the engine generator described in the first embodiment has the highest efficiency, and calculates Ne-Neth * by the adder / subtractor 90. The calculation result (difference) ΔNe is input to the map 91 for calculating the coefficient α. The map 91 is set to take a larger value as ΔNe, which is a difference from the engine speed Neth * operating at a fixed speed, is larger, and to take a smaller value as ΔNe becomes a larger negative value. Further, an upper limit value Lup and a lower limit value Ldown may be set. When the map value is set as described above, when the actual engine speed Ne is greater than Neth *, the power used by the motor, that is, the output power of the generator can be increased to reduce the actual engine speed. It becomes. Further, when the actual engine speed Ne is smaller than Neth *, in order to increase the actual engine speed, an operation for reducing the power used by the motor, that is, the output power of the generator is performed. In this way, by multiplying the coefficient α, which is the output of the constant rotational speed holding unit 70, in the engine rotational speed constant output mode, the variation in the engine rotational speed in the engine rotational speed constant output mode compared to the first embodiment. In addition, it is possible to maximize the output of the engine generator.

  In the present embodiment, another engine generator control device capable of operating the engine generator with high efficiency by controlling the operating point of the engine generator and reducing fuel consumption in the engine, and a mine equipped with the same The dump truck for the vehicle will be described.

  In the present embodiment, description of matters already described in the first embodiment is omitted. Examples of the system configuration and various means shown in FIGS. 1, 2, 6, 7, 9, and 16, and the timing charts and operating point trajectory diagrams of FIGS. 18, 19, 20, and 21. Same as 1. In the present embodiment, FIGS. 22, 23, and 15 which are differences from the first embodiment will be described. FIG. 15 is a control block diagram showing the processing contents of the mode switching unit (means or unit) of this embodiment. The mode switching unit in FIG. 15 is common to the fourth, seventh, and eighth embodiments. FIG. 22 is a control block diagram showing the processing contents of the EGU in this embodiment. Note that the control block diagram showing the processing contents of the EGU in FIG. 22 is common to the fourth embodiment. FIG. 23 is a control block diagram showing the processing contents of the motor request output calculation unit (means or unit) 26 of the present embodiment.

  The difference from the first embodiment common to FIGS. 22, 23 and 15 is that the generator output Gp is used as an input value. In FIG. 22 describing the EGU 14, the generator output Gp is input to the input of the motor request output calculation unit 26. Further, in FIG. 23 describing the motor request output calculation unit 26, the generator output Gp is used as the input of the mode switching unit 64.

  Here, the details of the mode switching unit 64 will be described with reference to FIG. As in the first embodiment, ideal target values for switching modes include Pth * and Neth *. In this embodiment, a switching unit using Pth * will be described. The mode switching unit 64 of the present embodiment switches the generator output mode using the generator output Gp as an input (S12). As shown in S13, when the generator output Gp is greater than or equal to Pth * -dGp, the engine speed constant output mode (S15) is selected, and when the generator output Gp is less than Pth-dGp, the engine speed dependent output The mode (S14) is selected and a mode switching signal is output (S16). Here, ideally, the switching determination should be made based on Pth *, but the generator output actually fluctuates due to variations in motor output and the like. That is, dGp is an allowable power value for taking into account variations due to disturbances in the generator output, etc., and may be set to about 100 kW or less according to the generator, motor, and usage environment. Therefore, Pth * -dGp is a threshold value for switching modes. Further, the value of dGp may be changed depending on the mode. For example, by setting dGp in the engine speed dependent output mode to be smaller than dGp in the engine speed constant output mode, it is possible to provide hysteresis characteristics and prevent mode switching from occurring frequently. As described above, when the present embodiment is used, it is possible to operate the engine generator with high efficiency in consideration of increase / decrease in power consumption of the auxiliary system 18 as in the first embodiment.

  In the present embodiment, another engine generator control device capable of operating the engine generator with high efficiency by controlling the operating point of the engine generator and reducing fuel consumption in the engine, and a mine equipped with the same The dump truck for the vehicle will be described.

  In the present embodiment, description of matters already described in the first, second, and third embodiments is omitted. 1, FIG. 2, FIG. 22, FIG. 6, FIG. 7, FIG. 9, FIG. 15, FIG. 16, FIG. 17, the system configurations and various means shown in FIG. The operating point locus diagram is the same as in the first, second, and third embodiments. The difference between the present embodiment and the third embodiment will be described. FIG. 24 is a control block diagram showing the processing contents of the motor request command calculation unit 26 of the present embodiment. The difference from the third embodiment is that a constant rotational speed holding unit 70 is added as shown in FIG. 24, and the motor required output value Mp1 * in the engine rotational speed constant output mode is multiplied by a coefficient α. The constant rotation speed holding unit 70 is as shown in FIG. 17 and has been described in the second embodiment. In this way, by multiplying the coefficient α, which is the output of the constant rotational speed holding unit 70, in the engine rotational speed constant output mode, the variation in the engine rotational speed in the engine rotational speed constant output mode as compared with the third embodiment. In addition, it is possible to maximize the output of the engine generator.

  In the present embodiment, another engine generator control device capable of operating the engine generator with high efficiency by controlling the operating point of the engine generator and reducing fuel consumption in the engine, and a mine equipped with the same The dump truck for the vehicle will be described.

  In the present embodiment, description of matters already described in the first embodiment is omitted. The system configuration and various means shown in FIGS. 1, 6, 9, 14, and 16 are the same as those in the first embodiment. Differences from the first embodiment will be described with reference to FIGS. 3, 5, 8, and 12. FIG. 3 is a system block diagram of a dump truck equipped with an engine generator and a control device. In this embodiment, wireless and wired reception for receiving a motor request output value Mp_out * transmitted from an operation management system, an unmanned traveling system, or the like. The EGU 18 is processed using the information from the terminal 17 as an input. FIG. 5 shows details of the EGU 18. In FIG. 5, the difference from the first embodiment is an engine speed command creation unit (means or unit) 30 and a motor request output calculation unit (means or unit) 31.

  First, details of the engine speed command creation unit 30 will be described with reference to FIG. FIG. 8 is a control block diagram showing the processing contents of the engine speed command creation unit 30 of the present embodiment. It should be noted that the control block diagram showing the processing contents of the engine speed command creating unit 30 in FIG. 8 is common to the sixth to eighth embodiments. The engine speed command creating unit 30 creates the engine speed command Ne * from the map 51 by using the motor request output value Mp_out * received by the wireless and wired receiving terminal 17 as an input. In the map, when the motor required output value Mp_out * is less than or equal to zero, the engine speed is set to the idle speed NeL *, and when the motor required output value Mp_out * becomes larger than zero, the engine speed command Ne * is increased to Neth *. Here, Mp * at which the engine speed command Ne * becomes Neth * is Pth_out *. Note that Pth_out * is set to a value greater than zero. Here, the Neth * setting method is as described in the first embodiment.

  Next, details of the motor request output calculation unit 31 will be described with reference to FIG. FIG. 12 is a control block diagram illustrating the processing contents of the motor request output calculation unit 31 of the present embodiment.

  The difference from the first embodiment is a calculation method of the motor required output value Mp * in the engine speed constant output mode. As shown in the figure, when the engine speed constant output mode is selected, the input Mp_out * is used as it is as the motor required output value Mp *. Further, when the output of the auxiliary machine system 18 has a small influence of about 1% or less with respect to the engine output, the Pth * in the motor required output calculation unit 31 is set to zero, and Pth_out * shown in FIG. By setting the value close to, for example, 0.01, the motor required output value Mp * can be determined only in the engine speed constant output mode. Further, in the timing charts and operating point locus diagrams of FIGS. 18, 19, 20, and 21, since the input of the EGU 18 becomes the motor required output Mp_out *, the Acl / Rtd signal is compared with the first embodiment. Will be replaced by Mp_out * and Ath * will be replaced by Pth_out *. When the Acl / Rtd signal and the Mp_out * signal perform the same movement relative to Ath * and Pth_out *, the operation described in the first embodiment and the operation of the present embodiment are the same. As described above, by adopting a configuration in which the motor required output value Mp_out * can be directly input, for example, the fuel consumption of the engine can be reduced even in a dump truck capable of unmanned traveling.

  In the present embodiment, another engine generator control device capable of operating the engine generator with high efficiency by controlling the operating point of the engine generator and reducing fuel consumption in the engine, and a mine equipped with the same The dump truck for the vehicle will be described.

  In the present embodiment, description of matters already described in Embodiments 1, 2, and 5 is omitted. 1, FIG. 3, FIG. 5, FIG. 6, FIG. 8, FIG. 9, FIG. 14, FIG. 16, FIG. 17, the system configurations and various means shown in FIG. The operating point locus diagram is the same as in the first, second, and fifth embodiments. In the present embodiment, the difference will be described with reference to the fifth embodiment. FIG. 13 is a control block diagram illustrating the processing contents of the motor request command calculation unit 31 of the present embodiment.

  The difference from the fifth embodiment is that a constant rotational speed holding unit (means or unit) 70 is added as shown in FIG. 13 and the motor required output value Mp_out * in the constant engine rotational speed output mode is multiplied by a coefficient α. It is. The description regarding the constant rotation speed holding unit 70 has been described in the second embodiment. In this way, by multiplying the coefficient α, which is the output of the constant rotational speed holding unit 70, in the engine rotational speed constant output mode, the engine rotational speed variation in the engine rotational speed constant output mode compared to the fifth embodiment. In addition, it is possible to maximize the output of the engine generator.

  In the present embodiment, another engine generator control device capable of operating the engine generator with high efficiency by controlling the operating point of the engine generator and reducing fuel consumption in the engine, and a mine equipped with the same The dump truck for the vehicle will be described.

  In the present embodiment, description of matters already described in the first, second, third, fifth, and sixth embodiments is omitted. 1, 3, 6, 8, 9, 15, and 16, and the timing charts and operating point locus diagrams of FIGS. 18, 19, 20, and 21. The same as in Examples 1, 2, 3, 5, and 6. This embodiment will be described with reference to FIG. 25, FIG. 26, and FIG. FIG. 15 is common to the third embodiment. FIG. 25 is a control block diagram showing the processing contents of the EGU in this embodiment. The control block diagram showing the processing contents of the EGU in FIG. 25 is common to the eighth embodiment. FIG. 26 is a control block diagram illustrating the processing contents of the motor request output calculation unit (means or unit) 32 of the present embodiment.

  The difference from the fifth embodiment common to FIGS. 25, 26 and 15 is that the generator output Gp is used as an input value. In FIG. 25 describing the EGU 18, the generator output Gp is input to the input of the motor required output calculation unit 32. Further, in FIG. 26 describing the motor request output calculation unit 32, the generator output Gp is used as the input of the mode switching unit 64. FIG. 15 showing the mode switching unit 64 has been described in the third embodiment. As described above, when the present embodiment is used, it is possible to operate the engine generator with high efficiency in consideration of increase / decrease in power consumption of the auxiliary system 18 as in the fifth embodiment.

  In the present embodiment, another engine generator control device capable of operating the engine generator with high efficiency by controlling the operating point of the engine generator and reducing fuel consumption in the engine, and a mine equipped with the same The dump truck for the vehicle will be described.

  In the present embodiment, description of matters already described in the first to seventh embodiments is omitted. 1, FIG. 3, FIG. 25, FIG. 6, FIG. 8, FIG. 9, FIG. 15, FIG. 16, FIG. The operating point locus diagram is the same as in the first to seventh embodiments. In the present embodiment, the difference will be described with reference to the seventh embodiment. FIG. 27 is a control block diagram illustrating the processing contents of the motor request output calculation unit 32 of the present embodiment.

  The difference from the seventh embodiment is that a constant rotational speed holding unit 70 is added as shown in FIG. 27, and the motor required output value Mp_out * in the engine rotational speed constant output mode is multiplied by a coefficient α. The constant rotation speed holding unit 70 is as shown in FIG. 17 and has been described in the second embodiment. As described above, the coefficient α, which is the output of the constant rotational speed holding unit 70, is multiplied by the engine rotational speed constant output mode, so that the variation in the engine rotational speed in the engine rotational speed constant output mode is compared with the seventh embodiment. In addition, it is possible to maximize the output of the engine generator.

  In addition, this invention is not limited to each above-mentioned Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

  1L, 1R ... Traveling motor, 2 ... Generator, 3L, 3R ... Inverter, 4 ... Engine, 9a ... Resistor, 9b ... Chopper, 11 ... ECU, 12 ... GMU, 13 ... MCU, 14, 18 ... EGU, DESCRIPTION OF SYMBOLS 15 ... Accelerator pedal, 16 ... Retard pedal, 17 ... Unmanned traveling system, 22, 30 ... Engine rotation speed command preparation part (means or unit), 23, 26, 31, 32 ... Motor request output calculation part (means or unit) , 24... Generator output command creation unit (means or unit), 70... Constant rotation speed holding unit (means or unit), 62, 64.

Claims (8)

In an engine generator control device comprising an engine, a generator driven by the engine, and a control device for controlling the engine and the generator,
Power generation threshold value or the generator output or the actual engine speed is in the above rotational speed threshold, then the engine speed is constant, and outputs the output command value to vary the output of the generator,
The constant engine speed is the engine speed at which the combined efficiency obtained by multiplying the reciprocal of the fuel consumption rate of the engine and the input / output efficiency of the generator at the same speed and the same output is the maximum at each generator output. engine generator controller, wherein the average der Rukoto of. In claim 1 ,
The output of the generator decreases when the actual engine speed decreases from the constant engine speed, and increases when the actual engine speed increases from the constant engine speed. Generator control device. The engine generator control device according to claim 2 ,
Comprising a motor driven by the output power of the generator;
The engine generator control device according to claim 1, wherein an output of the generator is determined by a required output value of the motor. The engine generator control device according to claim 1,
An engine speed constant output mode in which the engine speed is constant and the output of the generator is changed and controlled, and an engine speed dependent output mode in which the output of the generator increases based on an increase in the engine speed And a mode switching unit that switches between the engine speed constant output mode and the engine speed dependent output mode,
The mode switching unit switches to the engine speed dependent output mode when the generator output is less than a power generation amount threshold or the actual engine speed is less than the rotation speed threshold, and the generator output is equal to or greater than the power generation threshold. The engine generator control device according to claim 1, wherein the engine generator control mode is switched to the constant engine speed output mode when the actual engine speed becomes equal to or greater than a speed threshold value. The engine generator control device according to claim 4 ,
The mode switching unit uses a value obtained by subtracting a permissible engine speed allowing variation in actual engine speed from the constant engine speed as the engine speed threshold value. Control device. The engine generator control device according to claim 4 ,
The mode switching unit uses a value obtained by subtracting an allowable output value allowing variation in generator output from a target mode switching generator output as the power generation amount threshold value of the generator output. Control device. In the engine generator control device according to claim 5 or 6 ,
Comprising a motor driven by the output power of the generator;
The engine generator control device according to claim 1, wherein the output of the generator is determined by an output request of the motor. In a dump truck for a mine equipped with a loading platform on the vehicle body, and a pair of left and right driven wheels and a pair of left and right drive wheels driven by a motor,
A dump truck for a mine comprising the engine generator control device according to any one of claims 1 to 7 .

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