JPS5840401B2 - gas turbine engine engine adjustment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is particularly directed to an auxiliary braking control device for gas turbine engines, that is, an eddy current retarder that assists the low effectiveness of engine braking, which is an essential drawback of gas turbine engines, and improves vehicle driving operation. The present invention relates to an auxiliary brake control device that is intended to be simplified and to improve driving safety.

In general, gas turbine engines have almost no braking effect as an engine brake, and when the vehicle in front accelerates and then coasts and activates the engine brake, the engine brake may be applied. Gas turbine engine vehicles are also forced to adopt similar running conditions.

However, apart from acceleration, as mentioned above, there is almost no engine braking effect, so even if you release the accelerator pedal and start coasting, the vehicle will not decelerate and will approach the vehicle in front.

Conventionally, the so-called eddy current retarder, which is connected to the turbine output shaft by temporarily removing the foot from the accelerator pedal and applying the foot brake to decelerate, or manually, generates a torque that suppresses the rotation of the output shaft by flowing electricity. The vehicle was decelerated by operating a lever and selecting either a low torque operating level or a high torque operating level depending on the vehicle speed and operating the retarder.

However, if the driver repeatedly releases the accelerator pedal, depresses the foot brake, or operates the eddy current retarder to maintain the following distance, there are problems in terms of driver operation and safety. This will also double your fatigue.

In view of the problem with the engine braking effect of the conventional gas turbine engine, the present invention has been developed to operate the eddy current retarder by simply releasing the control of the output control device such as releasing the accelerator pedal while driving. The present invention provides an auxiliary braking control device that obtains a braking effect equivalent to that of a brake.

The present invention will be explained in detail below with reference to the drawings.

FIG. 1 is a diagram explaining the operating principle of an embodiment of the present invention. In the figure, signal S1 is an output signal from a vehicle speed sensor 1, which will be described later, and signal S2 detects the control position of the engine output control device. This is an output signal from a detection sensor 2, which will be described later.

Reference numerals 3 and 4 denote two comparison/discrimination circuits that respectively compare and discriminate the set vehicle speed output set corresponding to the number of operating levels of the eddy current retarder 13, for example, the three operating levels of low torque level and high torque level, and the signal S1; As in the past, when the eddy current retarder 13 is operated by the driver to a low torque level using an eddy current retarder operating lever (not shown), the switch 14 is turned on, operating the eddy current retarder 13 at a low torque level, and then operating the eddy current retarder 13 at a high torque level. When the switch 15 is operated, the switch 15 turns ON and operates at both the low torque level and the high torque level via the OR circuit 16.

5 is a comparison/discrimination circuit that compares and discriminates the set control position output of the engine output control device and the signal S2; A selection circuit selects the operating level of the retarder 13 to operate the retarder 13, and when the output of the comparison/discrimination circuit 3 and the output of the comparison/discrimination circuit 5 are both 1', the AND circuit 6 sets the point A to 1'; Point B becomes 1' from the AND circuit 71 when the output of the comparison and discrimination circuit 4 and the output of the comparison and discrimination circuit 5 are both 1';
When at least one of point A and point B is "1", the OR circuit 8 sets the point to °l', and when point A or both points A and B are 1°, the AND circuit 9 sets the point to 1. ', and the eddy current retarder 13 is operated at one operating level via the amplifier 11.

Point E is an AND circuit 10 when both points B and C are 1".
becomes 1', and Eddy Karen l is transmitted through the amplifier 12.
- O to operate the IJ tarda 13 at the other operating level.
It's happening.

When the eddy current retarder 13 operates at the other operating level, the selection circuit Z/O/OR circuit 8 is inserted, so that it operates at one operating level as well.

In other words, when the length of point A is 1", the eddy current retarder 13 operates at only one operating level, and the length of point B is 1".
When , it operates at both operating levels.

Figure 2 shows a case where the vehicle speed is used as the signal S1, the accelerator opening of the output control device is used as the signal S2 (in other words, the control state in which the accelerator is released is called the opening degree O (zero)), and a timer T is inserted. 1 shows an example of a control circuit according to the present invention, in which parts roughly corresponding to those in FIG. 1 are given the same reference numerals.

In the figure, 1 is a vehicle speed sensor that detects the vehicle speed, and consists of a vehicle speed pickup 1a, a rectifier 1b that rectifies the output of the pickup 1a, and a frequency-voltage converter (F-■) 1c that converts the rectified output into voltage. It outputs a signal S1.

Reference numeral 2 denotes a sensor for detecting the opening degree of the accelerator, which is composed of a potentiometer.

At point A, the comparator 3b compares the output from the setter 3a of the vehicle speed 10 Icrrl/h of the comparison/discrimination circuit 3 with the signal S1, and when the signal S1 is equal to or higher than the vehicle speed of 10 km/h, the accelerator opening setting of the comparison/discrimination circuit 5 is detected. The output from the device 5a and the signal S2 are compared by the comparator 5b, and the accelerator opening degree ξO (zero) is determined.
It becomes 1' only when .

At point B, the comparator 4b compares the output from the vehicle speed setter 4a of the comparison/discrimination circuit 4 with the signal S1.
The signal S1 becomes 1' only when the vehicle speed is 40 Icm/h or more and the output from the comparator 5b is the accelerator opening ξO.

Point C becomes 1' for a period of time set by timer T after 1° is input to at least one of point A or point B.

Point D becomes 1' when both points A and C are 1', and the amplifier circuit 1
1 transistor T r 1 p T r2 is O
N, the low torque level switch 13a of the eddy current retarder 13 turns on, and the eddy current retarder 1
3 is designed to operate at low torque levels.

Point E becomes 1' when both points B and C are 1'', transistors T r3 y T r4 of the amplifier circuit 12 turn on, the high torque level switch 13b of the eddy current retarder 13 turns on, and the eddy current Retarder 13
is designed to operate at high torque levels.

Therefore, the eddy current retarder 13 operates in two stages depending on the vehicle speed, but the OR circuit allows the vehicle speed to reach 40! rl/h or more, that is, when point B is 1', point A is also 1', and the low torque level switch 13a of the eddy current retarder 13 is also turned on, and the eddy current retarder 13 is set to a low torque level and a high torque level. It operates at two torque levels.

To explain the operation of this configuration, when the gas turbine engine is running and the vehicle speed is zero such as when idling, the output of the vehicle speed sensor, that is, the signal S1
is at zero level, so whether or not the accelerator pedal is pressed, points A and B become ffOl, and the eddy current retarder 13 does not operate.

The vehicle speed is 10 again;! Even if the accelerator opening is set to zero when driving at a speed of less than n/h, both comparison and discrimination circuits 3 and 4 do not output, so points A and B do not output from AND circuits 6 and 7, respectively, and become "O", resulting in an eddy current. The vehicle coasts without the retarder 13 operating.

The reason for this is that if the eddy current retarder 13 is activated at a vehicle speed of 10 b/h or less, the vehicle will stop, which may even cause operational problems.At vehicle speeds of 10 b/h or less, braking with the foot brake is not appropriate. be.

Next, when the vehicle speed is between 10 b/h and 40 km/h, if the accelerator opening is set to zero, point A will be 1' due to the output of comparison and discrimination circuit 5, and there will be no output of comparison and discrimination circuit 4 at point B. Therefore, it becomes 0', and the eddy current retarder 13
operates for the time set by timer T at a low torque level.
It suppresses the rotation of the engine's output shaft and exerts an engine braking effect.

Furthermore, when the vehicle speed is 40IaIl/h or more, if the accelerator opening is turned to zero, both points A and B become 1', and the eddy current retarder 13 sets the timer T at both low and high torque levels. It only works for hours,
Demonstrates auxiliary braking effect equivalent to engine brake.

As is clear from the above description, according to this embodiment, the eddy current is automatically adjusted by simply reducing the accelerator pedal opening to zero according to the vehicle speed, without interfering with the operation or braking ability of the foot brake or eddy current retarder. It operates the retarder at two selected operating levels to produce an engine braking effect, and there is no need to step on the foot brake or operate the eddy current retarder when maintaining the following distance. It is easy to do, and the driver's driving fatigue is significantly reduced, resulting in a significant effect on safe driving.

In the above embodiment, the accelerator pedal opening is detected as the sensor for detecting the control position of the output control device, but the opening of the injection valve of the fuel injection device may also be detected. Of course, a microswitch that is turned on when the accelerator pedal opening is zero may also be used.

Furthermore, in the embodiment described above, since the running condition requiring the engine braking effect is not for a long time, a timer T is inserted into the selection circuit Z to operate the eddy current retarder for a set time. Of course, it is not necessary to insert it.

Furthermore, this embodiment is similar to the conventional Eddy Karen I-IJ Cuda (
In other words, if the eddy current retarder operates at a high torque level, it must also operate at a low torque level. When using the Eddy Karen l-IJ Cuda in which the torque level and the high torque level can be operated by completely different circuits, the O-OR circuit 8 and the AND circuits 9 and 1 in the selection circuit are used.
0 is no longer needed, and AND circuits 6 and 7 and amplifier 1 are used respectively.
1.12 should be connected.

The present invention is applicable to heavy vehicles equipped with gas turbine engines (not only gas turbine engines, but also diesel engines, for example), which cannot achieve the desired braking performance unless a retarder is installed that uses eddy current as a third brake. can also be applied.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing the operating principle of one embodiment of the present invention;
The figure is a control circuit diagram explaining one embodiment of the present invention. 1... Vehicle speed sensor, 2... Accelerator pedal opening sensor, 3, 4, 5... Comparison/discrimination circuit, Z... Selection circuit.

Claims (1)

[Claims] 1. In a vehicle equipped with an engine such as a gas turbine or diesel engine and having an eddy current retarder installed on the output shaft of the engine, the sensor detects the control position and vehicle speed of the output control device of the engine; a comparison and discrimination circuit that compares and discriminates the sensor output of the control position and the set control position output; a comparison and discrimination circuit that respectively compares and discriminates the set vehicle speed output of the same number as the number of levels of the retarder and the vehicle speed sensor output; a selection circuit that selects the operating level of the retarder and operates the retarder based on the control position discrimination output of the output control device and the vehicle speed discrimination output; 1. An auxiliary braking control device for a vehicle equipped with an engine such as a gas turbine, characterized in that the eddy current retarder is operated and controlled at a selected operating level.