JP2012188091A - Engine control system for diesel vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an engine control system for a diesel vehicle capable of obtaining a stable accelerating force by suppressing variation in driving force for traveling regardless of variation in an operating state of an auxiliary machine (variation in a driving force of the auxiliary machine).SOLUTION: A reference notch signal generation part 22 outputs a predetermined reference notch signal Pm corresponding to a notch command signal from a master controller 20 in an engine control part 21. Meanwhile, information indicating power consumption of electric load of a compressor 16 and an air-conditioning system 17 and the like among various auxiliary machines is input as a load power signal from a power-supply system 15, and information indicating a vehicle weight is input as a variable load signal from a variable load sensor 30. The engine control part 21 corrects the reference notch signal Pm to obtain a target accelerating force corresponding to the notch of the master controller 20 according to an auxiliary machine load correction value α based on the load electric signal and a vehicle weight correction value β based on the variable load signal and outputs the reference notch signal Pm after the correction to the engine 2 as a control notch signal.

Description

  The present invention relates to a pneumatic vehicle engine control device used for a pneumatic vehicle that travels using an engine (internal combustion engine) such as a diesel engine as a traveling drive source.

  Conventionally, a diesel engine is controlled in accordance with a notch command from a master controller (master controller, hereinafter referred to as “mass controller”) operated by a driver so that the engine output becomes a desired value corresponding to the notch command. . For example, in the case of one notch, the amount of fuel supplied / injected to the engine is controlled so that a predetermined driving force corresponding to one notch is output from the engine. That is, the engine output is switched in stages according to the notch.

And the output from the engine controlled in this way is transmitted to an axle and a wheel via a liquid transmission, a final reduction gear, etc., and a pneumatic vehicle runs by this.
By the way, in a pneumatic vehicle, the driving force output from the engine is not only used as a driving source for traveling, but also in various in-vehicle devices (hereinafter also referred to as “auxiliaries”) such as an air compressor, an air conditioner, and other electric devices. Also used as a drive source. Some of these auxiliary machines operate using mechanical energy output from the engine as they are, and other auxiliary machines operate using electric power after converting mechanical energy into electric power by a generator.

  For such a pneumatic engine that uses output for both driving and accessory driving, various control methods have been proposed in order to improve the performance of the engine itself and, in turn, the overall performance of the pneumatic car. ing. For example, Patent Document 1 describes a technique for individually controlling each engine so that fuel consumption is minimized in a pneumatic vehicle (train) having a plurality of engines according to the load required by the train.

  Further, in Patent Document 2, in a pneumatic vehicle equipped with a plurality of engines, the number of operating engines is determined according to the engine load for the purpose of preventing deterioration of a specific engine and maintaining a good fuel economy state. The technology which controls so that the use frequency of each engine becomes substantially the same by changing the engine to be operated is described.

Japanese Patent Laid-Open No. 8-198102 JP 2005-83218 A

  However, since the engine output is used for both driving and auxiliary machine driving, there is a problem that cannot be solved by the techniques described in the above-mentioned Patent Documents 1 and 2. That is, the driving force that is input to the liquid transmission and used as a driving source for driving (hereinafter referred to as “driving driving force”) of the entire engine output fluctuates depending on the operating state of the auxiliary machine, thereby stabilizing the driving force. It means that acceleration force can not be obtained.

  In other words, the driving power for travel is the amount that is obtained by subtracting the driving power that is input to the auxiliary machine and used as the auxiliary driving source (hereinafter referred to as “auxiliary driving power”) from the entire engine output. When the accessory driving force changes due to the change of the state, the driving force for traveling also changes accordingly. For this reason, the acceleration force of the vehicle fluctuates due to fluctuations in the auxiliary driving force, and it is difficult to realize stable driving handling.

Further, the fluctuation in the acceleration force of the vehicle can be caused by fluctuations in various other vehicle conditions such as fluctuations in the vehicle weight, in addition to fluctuations in the operating state of the auxiliary machine.
The present invention has been made in view of the above problem, and an object thereof is to provide a pneumatic vehicle engine control device capable of obtaining a stable acceleration force regardless of a change in vehicle state (a change in accessory driving force, etc.). And

  The invention according to claim 1, which has been made to solve the above-mentioned problems, controls an engine in a pneumatic vehicle having an engine as a driving source for traveling and at least one in-vehicle device that operates using the engine as a driving source. This is an engine control device for a pneumatic vehicle.

  The engine receives one of the different predetermined number of control command signals, and outputs the control command signal input from the reference engine output that is set stepwise to generate a predetermined target acceleration force for each control command signal. It is configured to generate a corresponding reference engine output.

  Each reference engine output is set so that the corresponding target acceleration force is obtained when the acceleration force-related state that affects the acceleration force of the pneumatic vehicle, including at least the operating state of the on-vehicle equipment, is the predetermined reference state in the pneumatic vehicle. Has been.

The pneumatic vehicle engine control device includes operation command means, control command signal generation means, and device driving force detection means.
The operation command means is operated to selectively output any of the control command signals to the engine, and any one of the operation command signals selected by the above operation among a predetermined number of operation command signals corresponding to each control command signal. A command signal is output.

  For each operation command signal, the control command signal generating means is configured such that a corresponding control command signal is preset as a reference command signal, and a reference command signal corresponding to the operation command signal input from the operation command means is received as a control command signal. Output to the engine.

  The device driving force detection means directly uses at least one of the in-vehicle devices as a detection target device, and directly outputs the device driving force that is used as a drive source of the detection target device among the reference engine outputs output from the engine. Or indirectly.

Further, at least the device driving force is included as the acceleration force related state, and the reference state for the device driving force is a state in which the device driving force is at a predetermined device driving force reference level.
Then, when the operation command signal is input from the operation command means, the control command signal generation means is input based on the difference between the device driving force detected by the device driving force detection means and the device driving force reference level. When a reference command signal corresponding to the operation command signal is output as it is to the engine as a control command signal, it is determined whether or not an acceleration force within a predetermined range including a target acceleration force corresponding to the reference command signal can be obtained. If not, a reference command signal capable of obtaining an acceleration force within the predetermined range is selected, and the selected reference command signal is output to the engine as a control command signal.

  In other words, if the output from the engine is constant, the larger the device driving force, the smaller the output (driving driving force) used as the driving source for driving out of the output from the engine. The accelerating power of the car will also decrease.

  Therefore, in the present invention, the reference engine output from the engine is also changed in accordance with the fluctuation of the equipment driving force so that the driving force for traveling does not change even if the equipment driving force changes. That is, instead of outputting the reference command signal corresponding to the operation command signal as it is to the engine as the control command signal as in the prior art, an acceleration force within a predetermined range that should be originally obtained by the reference command signal is obtained by the device driving force. If not, a reference command signal corresponding to the operation command signal is output to the engine as a control command signal instead of a reference command signal capable of obtaining an acceleration force within the predetermined range.

  In this way, the engine output control that integrates the driving force for driving and the driving force for equipment suppresses fluctuations in the driving force for driving regardless of fluctuations in the operating state of in-vehicle equipment (fluctuations in equipment driving force). And stable vehicle acceleration force can be obtained.

  The acceleration force-related state that affects the acceleration force of the pneumatic vehicle means a factor that causes fluctuations in the acceleration force even though the output of the engine is constant. Even if the engine output is constant, if the device driving force fluctuates, the driving force for traveling also fluctuates and causes fluctuations in the acceleration force. Therefore, it can be said that the device driving force is one of the acceleration force-related states.

  There are various ways to specifically detect the device driving force actually used in the detection target device and as what physical quantity, for example, it can be detected as power consumption.

  That is, the invention described in claim 2 is the engine control device for a pneumatic vehicle according to claim 1, wherein the pneumatic vehicle includes a power generation unit that converts device driving force into electric energy, and the detection target device is a power generation unit. It is comprised as an electric load driven with the electric power supplied from. Then, the device driving force detection means detects the power consumed by the detection target device as the device driving force.

  As the power consumption of the detection target device as an electrical load increases, the power generated by the power generation means also increases. As the generated power increases, the amount of engine output used as the drive source of the detection target device (specifically, the electric energy generated by the power generation means) The amount converted to) also increases. Therefore, it is possible to indirectly detect the accessory driving force by detecting the power consumption of the detection target device.

Thus, by detecting the power consumption of the detection target device, which is an electrical load, as the device driving force, the device driving force can be easily detected.
There are various ways in which the control command signal generating means specifically selects the reference command signal as the control command signal based on the device driving force. For example, as shown in claim 3, the device driving force Based on the above, it is determined how many steps the reference engine output corresponding to the operation command signal should be increased or decreased, and the reference command signal for generating the reference engine output increased or decreased by the number of steps is used as the control command signal. Can be output.

  That is, a third aspect of the invention is the pneumatic vehicle engine control device according to the first or second aspect of the invention, and includes first increase / decrease information generating means. The first increase / decrease information generating means assumes that the acceleration force related state other than the equipment driving force is a reference state, and the equipment driving force detected by the equipment driving force detecting means and the equipment driving force reference. Whether or not an acceleration force within a predetermined range corresponding to the reference command signal is obtained when the reference command signal corresponding to the operation command signal from the operation command means is output as the control command signal based on the difference from the level. If it can be obtained, it can be output as a control command signal as it is. If it is not obtained, in order to obtain an acceleration force within the predetermined range, what is the reference engine output corresponding to the reference command signal? First increase / decrease information indicating whether or not it is necessary to increase or decrease in stages is output.

  Then, the control command signal generation means increases or decreases the reference command signal corresponding to the operation command signal from the operation command means as it is or according to the first increase / decrease information from the first increase / decrease information generation means. A reference command signal corresponding to the reference engine output is output to the engine as a control command signal.

  That is, while the reference command signal corresponding to the operation command signal is used as a basis, for example, the device driving force is larger than the device driving force reference level, and the reference engine output corresponding to the reference command signal is smaller than the acceleration force within a predetermined range. If only the acceleration force can be obtained, determine how many steps to increase the reference engine output to obtain the acceleration force within the specified range, and send a reference command signal corresponding to the reference engine output increased by the determined step. Select / output as control signal.

  On the other hand, for example, if the device drive force is smaller than the device drive force reference level and the reference engine output corresponding to the reference command signal generates an acceleration force greater than the acceleration force within a predetermined range, what is the reference engine output? It is determined whether or not an acceleration force within a predetermined range can be obtained by decreasing the level, and a reference command signal corresponding to the reference engine output decreased by the determined level is selected and output as a control signal.

Therefore, it is possible to easily and reliably select and output an appropriate control command signal according to the device driving force.
By the way, the acceleration force of a pneumatic vehicle is influenced by the vehicle weight in addition to the influence of the operating state of the in-vehicle device. Specifically, the acceleration force of the vehicle decreases as the vehicle weight increases for the same driving force for traveling. That is, the vehicle weight is one factor that causes the acceleration force to vary, and is one of the acceleration force-related states that affect the acceleration force of the pneumatic vehicle.

  Therefore, in the pneumatic vehicle engine control device according to any one of claims 1 to 3, the control command signal is selected in consideration of the vehicle weight as described in claim 4, for example.・ It is good to output. That is, a weight detection means for directly or indirectly detecting the weight of the pneumatic vehicle is provided, and at least the weight is included as the acceleration force related state. The reference state with respect to the weight is a state where the weight is at a predetermined weight reference level. When the operation command signal is input from the operation command means, the control command signal generation means detects the difference between the equipment driving force detected by the equipment driving force detection means and the equipment driving force reference level, and the weight detection means. Based on the difference between the weight and the weight reference level, when a reference command signal corresponding to the operation command signal is output as it is to the engine as a control command signal, an acceleration force within a predetermined range corresponding to the reference command signal is obtained. If it is not obtained, a reference command signal capable of obtaining an acceleration force within the predetermined range is selected, and the selected reference command signal is output to the engine as a control command signal.

Thus, by selecting the control command signal in consideration of the vehicle weight in addition to the device driving force, it is possible to obtain a stable vehicle acceleration force regardless of the vehicle weight.
There are various ways in which the control command signal generation means specifically selects the reference command signal as the control command signal based on the weight. For example, as described in claim 5, based on the weight, Determines how many steps the reference engine output corresponding to the operation command signal should be increased / decreased, and generates a reference engine output that is increased / decreased by the total number of steps based on the determination result and the above determination result based on the device driving force. Therefore, it is possible to output a reference command signal for the control command signal.

  That is, the invention described in claim 5 is the engine control device for a pneumatic vehicle according to claim 3, further comprising weight detection means for directly or indirectly detecting the weight of the pneumatic vehicle, and at least the weight as the acceleration force related state. To be included. The reference state with respect to the weight is a state where the weight is at a predetermined weight reference level.

  Moreover, the 2nd increase / decrease information generation means is provided. This second increase / decrease information generating means is based on the difference between the weight detected by the weight detecting means and the weight reference level under the assumption that the acceleration-related states other than the weight are all in the reference state. When a reference command signal corresponding to the operation command signal from the operation command means is output as it is as a control command signal, it is determined whether or not an acceleration force within a predetermined range corresponding to the reference command signal can be obtained. If it is not possible to output the control command signal as it is, it is necessary to increase or decrease the reference engine output corresponding to the reference command signal in order to obtain the acceleration force within the predetermined range. The second increase / decrease information is output.

  Then, the control command signal generation means generates a reference command signal corresponding to the operation command signal from the operation command means, the first increase / decrease information from the first increase / decrease information generation means, and the second increase / decrease information from the second increase / decrease information generation means. Accordingly, a reference command signal corresponding to the reference engine output after each increase or decrease is output to the engine as a control command signal.

  That is, while a basic command signal corresponding to the operation command signal is used as a basis, a desired acceleration force corresponding to the operation command signal can be obtained for both the device driving force and the vehicle weight according to both the device driving force and the vehicle weight. The reference command signal necessary for generating the acceleration force is selected.

  For example, when the device driving force is larger than the device driving force reference level, the fact that the reference engine output should be increased by a predetermined step (for example, two steps) is output as the first increase / decrease information, and the vehicle weight is lower than the weight reference level. If it is output that the reference engine output should be decreased by a predetermined step (for example, one step) as the second increase / decrease information due to the small value, the increase / decrease is performed by a predetermined number of steps totaling both (in the above example, two steps increase and one step decrease) The engine output is increased by one step). That is, instead of the reference command signal corresponding to the operation command signal, a reference command signal that is one step higher than the reference command signal is output as a control command signal. As a result, the resulting vehicle acceleration force is The acceleration force is within a predetermined range with respect to the reference command signal corresponding to the operation command signal.

  As described above, the reference command corresponding to the operation command signal is based on the first increase / decrease information and the second increase / decrease information as necessary (that is, to obtain an acceleration force within a predetermined range). By selecting another reference command signal different from the signal, it is possible to easily and reliably select and output a control command signal having an appropriate value according to both the device driving force and the vehicle weight.

It is an underfloor equipment arrangement | positioning figure of the pneumatic vehicle of embodiment. It is a lineblock diagram showing the schematic structure of the engine control system of an embodiment. It is explanatory drawing showing an example of the reference | standard engine output curve for every notch. It is explanatory drawing for demonstrating that the control notch signal input into an engine changes according to auxiliary machinery load. It is explanatory drawing showing the operation example of the engine control system of embodiment.

Preferred embodiments of the present invention will be described below with reference to the drawings.
As shown in FIG. 1, in a pneumatic vehicle 1 according to an embodiment to which the present invention is applied, an engine 2 that is a driving source for driving is disposed under the floor, and carts 5 and 6 are respectively provided at both ends of the vehicle under the floor. Has been placed.

  The engine 2 is a diesel engine. The engine 2 operates by inputting any one of a different predetermined number (a plurality of stages) of control notch signals (corresponding to the control command signal of the present invention). An output characteristic (reference engine output curve) is predetermined for each time.

  A transmission mechanism including a transmission 3, a propulsion shaft 4, final reduction gears 7 and 8 and the like for transmitting the output of the engine 2 to the wheels of one carriage 5 is disposed under the floor of the pneumatic vehicle 1. . That is, the output of the engine 2 is sequentially transmitted by the transmission 3, the propulsion shaft 4, and the final reduction gears 7 and 8, and finally transmitted to the axles and wheels, thereby causing the pneumatic vehicle 1 to travel. Since the structure of these transmission mechanisms is well known, the description thereof is omitted here. The transmission 3 is a known liquid transmission provided with a torque converter.

  Further, the output of the engine 2 is used not only as a driving source for traveling as described above, but also as a driving source for various auxiliary machines. That is, the output of the engine 2 is transmitted to various auxiliary machines such as the generator 12 and the radiator 13 via the auxiliary machine drive shaft 11, thereby driving these various auxiliary machines. Among these various auxiliary machines, for example, the compressor 16 and the air conditioner 17 (see FIG. 2 described later), various electric machines that are not directly driven by the output of the engine 2 but operate by the power generated by the generator 12. Load is also included.

  Each carriage 5 and 6 is provided with a known air spring that functions as a so-called air suspension. That is, one carriage 5 is provided with air springs 5a and 5b at both ends in the vehicle width direction at the center, and the other carriage 6 is also provided with air springs 6a at both ends in the vehicle width direction at the center. , 6b are attached.

  Then, a corresponding load sensor 30 (see FIG. 2) is attached to each air spring 5a, 5b of one carriage 5. This variable load sensor 30 is for detecting the weight of the pneumatic vehicle 1 (vehicle weight), and directly detects the internal pressure of the corresponding air spring and outputs a variable load signal corresponding to the detection result. .

Next, specific control of the engine 2 will be described with reference to FIG. FIG. 2 shows a schematic configuration of the engine control system constructed in the pneumatic vehicle 1.
Although not shown in FIG. 1, a transmission control device for controlling the engine 2 and the transmission 3 is provided under the floor of the pneumatic vehicle 1, and the engine 2 and the engine 2 and the transmission 2 are controlled by control signals from the transmission control device. The transmission 3 is controlled. And in this transmission control apparatus, the engine control part 21 which bears control of the engine 2 as shown in FIG. 2 is provided.

  The engine control unit 21 includes a reference notch signal generation unit 22 that generates a reference notch signal Pm, an auxiliary load correction value calculation unit 24 that calculates an auxiliary load correction value α, and an auxiliary load correction value for the reference notch signal Pm. A first correction calculation unit 23 that generates a first correction notch signal by performing correction calculation with α, a vehicle weight correction value calculation unit 26 that calculates a vehicle weight correction value β, and a first correction notch signal as a vehicle weight correction value β. And a second correction calculation unit 25 that generates a second correction notch signal by performing correction calculation. Then, the second correction notch signal generated by the second correction calculation unit 25 is input to the engine 2 as a control notch signal.

  The reference notch signal generation unit 22 is based on a notch command signal (corresponding to an operation command signal of the present invention) from a mass control 20 provided on a driver's cab (not shown). Is generated and output).

  In the present embodiment, the master controller 20 can selectively set, for example, any one of 1 notch to n notch, and the master controller 20 outputs a notch command signal corresponding to each notch. In the reference notch signal generation unit 22, among the reference notch signals Pm (= P1 to Pn) corresponding to the notch command signals for each notch, the reference notch signal Pm corresponding to the input notch command signal, that is, the master controller. At 20, a reference notch signal Pm corresponding to the currently set notch is generated. If the reference notch signal Pm is output as it is to the engine 2 as a control notch signal, a predetermined engine output (reference engine output) corresponding to the notch is obtained.

  FIG. 3 shows changes in engine output (indicated by horsepower in FIG. 3) with respect to engine speed for each notch (that is, for each reference notch signal Pm). In the engine 2 of this embodiment, different reference engine output curves are set stepwise for each reference notch signal within the range of the maximum engine output curve shown in FIG.

  That is, for example, when the master controller 20 is operated / selected to 5 notches and a notch command signal indicating that is input to the engine control unit 21, the reference notch signal generation unit 22 generates a reference notch signal corresponding to 5 notches. P5 is generated. If the reference notch signal P5 corresponding to the five notches is directly input to the engine 2 as the control notch signal, the engine 2 operates along the reference engine output curve corresponding to P5 among the curves shown in FIG. Will be.

  In the present embodiment, the target acceleration to be generated in the pneumatic vehicle 1 is set stepwise for each notch. That is, the target acceleration is set for each notch so that the target acceleration increases in steps from 1 notch to n notches. Each reference engine output curve corresponding to each notch, that is, each reference engine output curve corresponding to each reference notch signal Pm, operates the engine 2 along the reference engine output curve under a certain condition. Therefore, the target acceleration set for the reference notch signal Pm corresponding to the reference engine output curve is determined.

  The constant condition here corresponds to the reference state of the present invention. In this embodiment, at least the engine output is used for driving the auxiliary machine (that is, output to the auxiliary machine drive shaft 11 side). It is determined in advance for various vehicle states that affect the acceleration force of the pneumatic vehicle 1, including the auxiliary driving force that is a minute) and the vehicle weight.

  Specifically, with respect to the auxiliary machine driving force and the vehicle weight, when the operating rates of various electric loads operated by the power generated by the generator 12 are all 100% (that is, each electric load operates at the maximum rated power). The vehicle weight assumed when the occupancy rate of the passengers is 100% (that is, when the same number of passengers as the predetermined number of passengers are on board), It is a constant condition.

  That is, when any notch is selected by the mascon 20 when the operating rates of the respective electric loads are all 100% and the boarding rate is 100%, the reference notch signal Pm corresponding to the notch is directly controlled. If the engine 2 is operated along a reference engine output curve corresponding to the reference notch signal Pm by outputting the notch signal to the engine 2, the diesel car 1 can obtain a target acceleration force corresponding to the notch. .

  Note that both the accessory driving force and the vehicle weight are likely to cause a change in the acceleration force of the pneumatic vehicle 1 if they change, and correspond to the acceleration force-related state of the present invention. In addition, the auxiliary driving force when the operating rate of each electric load is 100% as the above-mentioned constant condition corresponds to the equipment driving force reference level of the present invention, and the vehicle weight when the riding rate is 100% is This corresponds to the weight reference level of the present invention.

  In the present embodiment, in principle, the basic operation is to output the reference notch signal Pm corresponding to the notch operated by the master controller 20 to the engine 2 as it is as a control notch signal.

  However, if the reference notch signal Pm corresponding to the notch is directly input to the engine 2 as the control notch signal in order to obtain the target acceleration force corresponding to the notch, the output of the engine 2 (engine output) corresponds to the notch. Therefore, when the operating state of the auxiliary machine fluctuates, the auxiliary driving force fluctuates and the engine output is used for traveling (that is, the transmission). The driving force for travel, which is the amount output to the third side, also fluctuates, and the actually obtained acceleration force also fluctuates.

Further, not only the operating state of the auxiliary machine but also the acceleration force that is actually obtained varies depending on the vehicle weight.
Therefore, depending on the operation state of the auxiliary machine and the vehicle weight, an acceleration force different from the target acceleration force corresponding to the notch is generated, and it becomes difficult to handle stably. Specifically, in the case of this example, the target acceleration force and the reference engine output curve are set based on the case where the operating rate of each electric load is 100% and the boarding rate is 100%. As the operating rate of the electrical load is lower and the actual boarding rate is lower, an acceleration force larger than the target acceleration force corresponding to the notch is generated.

  Therefore, in this embodiment, even if the driving force of the auxiliary machine fluctuates due to a change in the operation state of the auxiliary machine (especially an electric load in this example), the fluctuation of the acceleration force can be suppressed. The reference notch signal Pm is corrected in accordance with the accessory driving force and the vehicle weight so that the fluctuation of force can be suppressed, and the corrected reference notch signal Pm is output to the engine 2 as a control notch signal.

  In order to perform the correction, the engine control unit 21 includes an auxiliary load correction value calculation unit 24, a first correction calculation unit 23, a vehicle weight correction value calculation unit 26, and a second correction calculation unit 25. Yes.

  As described above, the various auxiliary machines included in the pneumatic vehicle 1 include the generator 12 and the radiator 13 that are directly driven by receiving the output (auxiliary driving force) from the engine 2 to the auxiliary machine side, as well as power generation. There are various electric loads such as the compressor 16 and the air conditioner 17 that are operated by the power generated by the machine 12.

  The engine control unit 21 of the present embodiment is configured to indirectly detect and acquire the amount of auxiliary drive power used for these various electric loads by detecting the power consumption of these various electric loads. .

  That is, the electric power generated by the generator 12 is input to the power supply device 15, converted into electric power necessary for the operation of each electric load in the power supply device 15, and supplied to each electric load. The power supply device 15 is configured to detect the total amount of power supplied to each electric load (hereinafter also referred to as “auxiliary load”) and output a load power signal as a detection result to the engine control unit 21.

  This load power signal indirectly indicates the part used for driving various electric loads in the auxiliary machine driving force, and the engine control unit 21 obtains this load power signal, whereby the auxiliary machine driving force is obtained. Of these, at least the amount used for each electric load can be indirectly detected.

  Since the power supply device 15 itself is also a kind of electric load, a load power signal including power consumed by the power supply device 15 may be output. Further, if all the auxiliary machines are electric loads, all the auxiliary driving force can be indirectly detected.

  The load power signal from the power supply device 15 is input to the auxiliary load correction value calculation unit 24 in the engine control unit 21. The auxiliary load correction value calculation unit 24 calculates an auxiliary load correction value α (corresponding to the first increase / decrease information of the present invention) based on the input load power signal.

  Specifically, under the assumption that the various vehicle states other than the auxiliary driving force are the above-mentioned constant conditions, the auxiliary load indicated by the input load power signal and the preset auxiliary load reference Based on the difference from the level (in this example, the auxiliary load when the operating rate of each electric load is 100%), the reference notch signal Pm corresponding to the notch command signal from the master controller 20 is directly output as the control notch signal. In this case, it is determined whether or not the target acceleration force corresponding to the reference notch signal Pm is obtained.

  If it can be obtained, the reference notch signal Pm can be output as a control notch signal as it is, and if it cannot be obtained, in order to obtain the target acceleration force, the reference engine output corresponding to the reference notch signal Pm. The auxiliary load correction value α indicating how many steps should be increased or decreased from the curve is output.

  Although it is possible to make a strict determination as to whether the same acceleration force as the target acceleration force can be obtained, it may be determined with a certain range, and in this example, for each target acceleration force for each notch, In each case, a predetermined acceleration force range including the target acceleration force is set as a target acceleration force range, and it is determined whether or not an acceleration force within the target acceleration force range can be obtained. This target acceleration force range can be appropriately determined as long as the target acceleration force is included, but in this example, the target acceleration force is included and exceeds the target acceleration force so that the actually obtained acceleration force does not fall below the target acceleration force. Is set as the target acceleration force range.

  Therefore, for example, when the mascon 20 is operated / selected to 5 notches and the auxiliary load indicated by the load power signal input from the power supply device 15 is equivalent to the auxiliary load reference level, at least the auxiliary Regarding the machine load, it is determined that an acceleration force within a target acceleration force range corresponding to 5 notches can be obtained by outputting the reference notch signal P5 corresponding to 5 notches as a control notch signal to the engine 2 as it is, so that the reference notch signal is obtained. A supplementary load correction value α indicating that P5 should be output as it is is generated and output.

  On the other hand, for example, although the mascon 20 is operated / selected to 5 notches, the auxiliary load indicated by the load power signal input from the power supply device 15 is smaller than the auxiliary load reference level, and the reference notch signal corresponding to 5 notches If the control notch signal for P5 is used as it is, it is determined that an acceleration force larger than the target acceleration force range corresponding to 5 notches will be generated. The reference number below the reference engine output curve corresponding to 5 notches If the engine output curve is used, it is determined whether an acceleration force within a target acceleration force range corresponding to 5 notches can be obtained.

  The number of stages is determined based on the difference between the current auxiliary machine load and the auxiliary machine load reference level, for example, by preparing one or a plurality of thresholds in stages, and according to the comparison result between the difference and each threshold. Can do. For example, a method is conceivable in which one threshold value is set, and if the difference is less than the threshold value, it is lowered by one step, and if the upper difference exceeds the threshold value, it is lowered by two steps. Of course, this is only an example. Then, an auxiliary machine load correction value α indicating the determined number of stages is generated and output.

  The first correction calculation unit 23 performs the first correction by changing the reference notch signal Pm from the reference notch signal generation unit 22 as it is or according to the auxiliary load correction value α from the auxiliary load correction value calculation unit 24. Calculate and output a notch signal.

  That is, for example, when the mascon 20 is operated / selected to 5 notches, the auxiliary load correction value α may output, for example, the reference notch signal P5 from the reference notch signal generator 22 as it is (increase / decrease). If not, the reference notch signal P5 is output as it is as the first correction notch signal P5. For example, if the auxiliary load correction value α indicates that the reference notch signal P5 from the reference notch signal generation unit 22 should be lowered by one step, the reference notch signal that is lower than the reference notch signal P5 by the number of steps. P4 is output as the first correction notch signal P4.

  The vehicle weight correction value calculation unit 26 calculates a vehicle weight correction value β (corresponding to the second increase / decrease information of the present invention) based on the applied load signal from the applied load sensor 30 attached to each of the carts 5 and 6. .

  Specifically, on the assumption that various vehicle conditions other than the vehicle weight are the above-mentioned constant conditions, the vehicle weight indicated by the input response load signal and a preset weight reference level (in this example, When the reference notch signal Pm corresponding to the notch command signal from the master controller 20 is directly output as the control notch signal based on the difference from the vehicle weight when the occupancy rate is 100%, the target corresponding to the reference notch signal Pm It is determined whether or not acceleration force can be obtained.

  If it can be obtained, the reference notch signal Pm can be output as a control notch signal as it is, and if it cannot be obtained, in order to obtain the target acceleration force, the reference engine output corresponding to the reference notch signal Pm. A vehicle weight correction value β indicating how many steps should be increased or decreased from the curve is output.

  In this case as well, a strict determination may be made as to whether exactly the same acceleration force as the target acceleration force can be obtained, but in this example, as with the calculation of the auxiliary load correction value α, it is set for each notch. It is determined whether or not an acceleration force within the target acceleration force range can be obtained.

  Therefore, for example, when the mascon 20 is operated / selected to 5 notches and the occupancy rate is 100% (that is, when the vehicle weight is equivalent to the weight reference level), at least the vehicle weight is 5 notches. By outputting the corresponding reference notch signal P5 as the control notch signal to the engine 2 as it is, it is determined that the acceleration force within the target acceleration force range corresponding to 5 notches can be obtained, and the first correction calculation unit 23 receives the first A vehicle weight correction value β indicating that the correction notch signal should be output as it is is generated and output.

  On the other hand, for example, although the mascon 20 is operated / selected to 5 notches, the boarding rate is about 50%, for example, and if the reference notch signal P5 corresponding to 5 notches is directly used as the control notch signal, it corresponds to 5 notches If it is determined that an acceleration force larger than the target acceleration force range is generated, the target acceleration force corresponding to 5 notches can be obtained by using the reference engine output curve below which the reference engine output curve corresponding to 5 notches is used. Judge whether you can get acceleration within the range.

  The number of stages is based on the difference between the current vehicle weight and the weight reference level, as in the above-described stage number determination in the auxiliary load correction value calculation unit 24, for example, by preparing one or a plurality of thresholds in stages, It can be determined according to the comparison result between the difference and each threshold value. Then, a vehicle weight correction value β indicating the determined number of stages is generated and output.

  The second correction calculation unit 25 changes the first correction notch signal from the first correction calculation unit 23 as it is or according to the vehicle weight correction value β from the vehicle weight correction value calculation unit 26 to change the second correction notch. Calculate and output the signal. Then, the second correction notch signal from the second correction calculation unit 25 is input to the engine 2 as a control notch signal.

  That is, for example, when the master controller 20 is operated / selected to 5 notches, and the reference correction signal P5 corresponding to the 5 notches is output as it is as the first correction notch signal from the first correction calculation unit 23. If the vehicle weight correction value β indicates that no increase / decrease is necessary, for example, the reference notch signal P5 as the first correction notch signal is output as it is as the second correction notch signal. Therefore, in this case, the reference notch P5 corresponding to the notch command of the actual master controller 20 is directly output to the engine 2 as a control notch signal.

  Further, for example, if the vehicle weight correction value β indicates that the input reference notch signal P5 should be lowered by one step, the reference notch signal P4 lower by the number of steps from the reference notch signal P5 is set to the second correction notch. Output as a signal. Therefore, in this case, a reference notch P4 different from the notch command from the actual master controller 20 is output to the engine 2 as a control notch signal. However, the obtained vehicle acceleration is within a target acceleration force range corresponding to 5 notches which are notch commands of the actual mass control 20.

  Further, for example, although the master controller 20 is operated / selected to 5 notches and the reference notch signal generation unit 22 outputs the reference notch signal P5 corresponding to the 5 notches, the first load is reduced due to a small auxiliary load. If, for example, the reference notch signal P3 that is two steps lower is output as the first correction notch signal in the correction calculation unit, the vehicle weight correction value β indicates that the reference notch signal should be lowered by two steps. The reference notch signal P1 that is two steps lower than the reference notch signal P3 that is the input first correction notch signal is output as the second correction notch signal. Therefore, in this case, a reference notch P1 different from the notch command from the actual master controller 20 is output to the engine 2 as a control notch signal. However, also in this case, the obtained vehicle acceleration is within the target acceleration force range corresponding to 5 notches which are the notch commands of the actual mass control 20.

  FIG. 4 shows a specific example of the correction of the control notch signal due to the fluctuation of the auxiliary load and the fluctuation of the torque (driving driving force) input to the transmission 3 during the correction process. The example of FIG. 4 shows an example when the operating rate of the entire electrical load is changed from 100% to 50%. It is assumed that all vehicle states other than the auxiliary machine load are the above-mentioned constant conditions.

  As shown in FIG. 4, when the master controller 20 is set to 15 notches and the operating rate of the entire electric load is 100%, the engine 2 receives the reference notch signal P15 corresponding to the 15 notches as a control notch signal. The torque that is input and input to the transmission 3 draws a curve as shown by the solid line in the figure in accordance with the engine speed.

  Thereafter, when the operation rate of the entire electric load is reduced to 50%, the auxiliary driving force for driving the auxiliary machinery out of the output from the engine 2 is reduced, and this amount is added to the driving force for traveling. Therefore, the torque input to the transmission 3 draws a curve as shown by a two-dot chain line in the figure. Therefore, in this state, an acceleration force larger than the target acceleration force range corresponding to 15 notches is generated.

  On the other hand, in the present embodiment, the auxiliary load correction value calculation unit 24 uses the reference notch signal in two stages in order to suppress the acceleration force within the target acceleration force range corresponding to 15 notches based on the load power signal. It is determined that it is necessary to lower it, and an auxiliary load correction value α indicating that is output. Then, based on the auxiliary load correction value α, the first correction calculation unit 23 outputs a reference notch signal P13 that is two steps below the input reference notch signal P15 as a first correction notch signal.

  As a result, since the other vehicle conditions are constant, the reference notch signal P13, which is the first correction notch signal, is output to the engine 2 as a control notch signal. That is, although the master controller 20 has 15 notches, the reference notch signal P13 corresponding to 13 notches is input to the engine 2.

  Thereby, the torque input to the transmission 3 draws a curve as shown by a broken line in the figure. This curve is very close to the curve when the operating rate is 100% (solid line in the figure). Therefore, while the notch of the mascon 20 remains 15 notches, an acceleration force within a desired target acceleration force range corresponding to the 15 notches is obtained even when the operating rate of the entire electrical load is reduced from 100% to 50%. be able to.

  Next, an operation example of the engine control unit 21 of the present embodiment configured as described above will be described with reference to FIG. Note that the operation example of FIG. 5 is based on the premise that all the vehicle states other than the auxiliary machine load are the above-described constant conditions (that is, the boarding rate is 100%) for the sake of simplicity of explanation. .

  As shown in FIG. 5, when the mascon 20 is operated to 5 notches by the driver at time t1, a control notch signal is sent to the engine 2 so as to obtain acceleration force within the target acceleration force range corresponding to 5 notches. Is output. At this time, since the auxiliary load is 0 (specifically, the operating rate of each electric load is 0% and the generated power is 0), it corresponds to 3 notches that are two steps lower than the actual notch (5 notches). The reference notch signal P3 is output to the engine 2. However, the acceleration of the vehicle thus obtained is an acceleration force within a target acceleration force range corresponding to 5 notches of the mascon 20.

  If the reference notch signal P5 corresponding to the mascon notch is output to the engine 2 as it is, the acceleration of the vehicle is larger than the target acceleration force range corresponding to 5 notch because the auxiliary load is zero. However, in this embodiment, such an increase in acceleration force can be suppressed.

  After that, when the master controller 20 is operated to 6 notches at time t2, the auxiliary machine load is 0 as in the case of time t1, so that 4 notches are lower by two steps than the actual notches (6 notches). A reference notch signal P4 corresponding to is output to the engine 2. However, the acceleration of the vehicle thus obtained is an acceleration force within a target acceleration force range corresponding to 6 notches of the mascon 20.

  Even in this case, if the reference notch signal P6 corresponding to the mascon notch is output to the engine 2 as it is, since the auxiliary load is 0, the acceleration of the vehicle is more than the target acceleration force range corresponding to 6 notch. Although it becomes large, in this embodiment, such an increase in acceleration force can be suppressed.

  Then, at time t3, for example, when some of the electric loads start operating, the auxiliary load increases to 50% (specifically, the operating rate of the entire electric load is 50%). In this embodiment, the increase in auxiliary load is detected, and the first correction calculation unit 23 corrects the reference notch signal from P4 to P5, which is one step higher. . Then, the corrected reference notch signal P5 is input to the engine 2 as a control notch signal (time t4). Therefore, the vehicle acceleration is maintained within the target acceleration force range corresponding to 6 notches of the mascon 20 although there is a slight fluctuation due to the control response delay between the times t3 and t4.

  In other words, although the notch of the mascon 20 remains unchanged, the fluctuation of the auxiliary load is compensated by outputting an appropriate reference notch signal corresponding to the auxiliary load by the correction in the engine control unit 21. The acceleration force within the target acceleration force range can be maintained.

  After that, at time t5, when some of the operating electric loads are stopped or the output is reduced, the auxiliary load decreases to 20% (specifically, the operating rate of the entire electric load is 20%). In this embodiment, a decrease in the auxiliary machine load is detected, and the first correction calculation unit 23 changes the reference notch signal from P5 to P4 one level below. It is corrected. Then, the corrected reference notch signal P4 is input to the engine 2 as a control notch signal (time t6). Therefore, the vehicle acceleration is maintained within the target acceleration force range corresponding to 6 notches of the mascon 20 although there is a slight fluctuation due to the control response delay between the times t5 and t6.

  Note that the control notch signal after time t6 (to time t7) is the reference notch signal P4 corresponding to 4 notches, similarly to the time t2 to t3, but the auxiliary machine load is between time t2 and t3. In contrast to 0%, the auxiliary load is 20% and some auxiliary machines are operating from time t6 to t7. Therefore, the acceleration force of the vehicle between times t6 and t7 is slightly lower than the acceleration force between times t2 and t3. However, both are within the target acceleration force range corresponding to 6 notches of the mascon 20.

  Thereafter, at time t7, the auxiliary machine load becomes 0% again, whereby the acceleration force starts to increase. In this example, however, the driver does not correct the reference notch signal based on the auxiliary machine load fluctuation. Switches the notch of the mascon 20 from 6 notches to 3 notches. Therefore, the control notch command output to the engine 2 is a reference notch signal P1 that is corrected in two steps with respect to the 3 notches of the master computer 20 after the switching in consideration of the auxiliary load 0%. Thereby, the acceleration of the vehicle is maintained within a target acceleration force range corresponding to 3 notches of the mascon 20.

  As described above, the engine control unit 21 according to the present embodiment does not simply output the reference notch signal Pm corresponding to the notch command signal from the master controller 20 as the control notch signal, but the auxiliary load and the vehicle weight. Accordingly, the reference notch signal Pm is corrected, and the corrected reference notch signal is output as a control notch signal.

  In this way, by performing engine output control that integrates the driving force for driving and the driving force for auxiliary machinery, the operating state of the auxiliary machinery (however, only the electric load in the present embodiment) is affected (variation in auxiliary machinery load). Therefore, it is possible to suppress fluctuations in the driving force for traveling, thereby suppressing fluctuations in the acceleration force of the vehicle and obtaining a stable acceleration force. And since the fluctuation | variation of acceleration force can be suppressed, the stable driving | operation handling is realizable.

  Further, in the present embodiment, by detecting the power consumption of each electric load as an auxiliary load, the auxiliary driving force used to drive these electric loads is indirectly detected. Therefore, it is possible to easily detect the auxiliary machine load (and hence the auxiliary machine driving force).

  Further, in the present embodiment, the generation of the control notch signal according to the auxiliary machine load, specifically, the reference notch signal Pm, the number of stages indicated by the auxiliary machine load correction value α calculated according to the auxiliary machine load. Only by increasing or decreasing. Therefore, it is possible to easily and reliably generate an appropriate control notch signal corresponding to the accessory driving force.

Further, by generating the control notch signal in consideration of the vehicle weight in addition to the accessory driving force, it is possible to obtain a stable acceleration force regardless of the vehicle weight.
[Modification]
Although the embodiments of the present invention have been described above, the embodiments of the present invention are not limited to the above-described embodiments, and can take various forms as long as they belong to the technical scope of the present invention. Needless to say.

  For example, in the above embodiment, the control notch signal is obtained by correcting the reference notch signal Pm corresponding to the notch of the mass control 20 based on the correction values α and β (increase / decrease by a predetermined step). Is an example only, and how to correct the reference notch signal Pm as long as a desired acceleration force corresponding to the notch of the mascon 20 can be obtained regardless of the load on the auxiliary machine and the vehicle weight (and thus the control notch Various methods can be used for how the signal is generated.

  In the above embodiment, the reference engine is provided for each notch so that a desired target acceleration force corresponding to the notch of the mascon 20 can be obtained when the operating rate of each electric load is 100% and the boarding rate is 100%. Although an output curve was set (see FIG. 3), this is merely an example, and how to set the operating rate and boarding rate of the entire electric load and set the reference engine output curve for each notch It is considered as appropriate.

  For example, a reference engine output curve is set for each notch so that a desired target acceleration force corresponding to the notch of the mascon 20 can be obtained when the operation rate of the entire electrical load is 50% and the boarding rate is 50%. You may make it do. Also in this case, the target acceleration force finally corresponding to the mascon notch depends on whether or not the actual electric load operating rate is larger than 50% and whether or not the actual boarding rate is larger than 50%. The reference notch signal may be corrected so that

Note that it is not always necessary to correct the reference notch signal Pm according to both the auxiliary machine load and the vehicle weight, and either the correction according to the auxiliary machine load or the correction according to the vehicle weight may be omitted.
Conversely, in addition to the auxiliary driving force (power consumption) and the vehicle weight, there are other factors that affect the acceleration force of the diesel car (that is, the acceleration power of the diesel vehicle even though the engine output is constant). In consideration of other factors that cause fluctuations, a control notch command that finally obtains a target acceleration corresponding to the master control notch may be output.

  Further, in the above embodiment, when a change in auxiliary load or a change in vehicle weight actually occurs, the reference notch signal is corrected based on a detection signal (load power signal and variable load signal) indicating the change. However, the variation may be known in advance, and correction may be completed before the actual variation occurs.

  In order to achieve this, for example, when each of the electric loads such as the compressor 16 and the air conditioner 17 changes its own operation state, the change of the operation state is performed at a predetermined timing before the change of the operation state. It is configured to output an operation warning signal indicating the change content of the auxiliary load caused by the above (that is, the change content of the auxiliary drive force).

  For example, in the case of the air conditioner 17, the output (power consumption) can be automatically adjusted stepwise according to the vehicle interior temperature. For example, when the vehicle interior temperature is sufficiently lowered during cooling, the cooling output is changed from “strong” to “weak”. In the case of automatic switching, the signal indicating that switching from “strong” to “weak” or how much the power consumption changes due to the switching, and also how much the auxiliary driving force is A signal indicating whether the change has occurred is output as an operation warning signal.

  The operation warning signal from each electric load is input to the auxiliary load correction value calculation unit 24 in the engine control unit 21. When an operation warning signal is input from any of the electric loads, the auxiliary load correction value calculation unit 24 is based on the operation warning signal before the power consumption (auxiliary load) of the electric load actually fluctuates. Then, the auxiliary load correction value α corresponding to the fluctuation is calculated.

  Then, the reference notch signal Pm is corrected in accordance with the calculated auxiliary load correction value α before the change of the auxiliary load actually occurs. Thereby, for example, when the cooling output of the air conditioner 17 is switched from “strong” to “weak”, the control notch signal can be lowered in advance by a predetermined step before the switching is actually performed. For this reason, it is possible to suppress a rapid increase or decrease in acceleration force due to a delay in response of the engine output when the auxiliary load is switched.

  In addition to the method based on the load power signal from the power supply device 15, the auxiliary load may be detected by, for example, a method in which a signal indicating power consumption is input from each electric load and detected based on it. Further, a signal indicating the generated power of the generator 12 may be sent. Alternatively, the generated power of the generator 12 or the output of the power supply device 15 may be branched in parallel and drawn into the engine control unit 21 to detect the power consumption using a shunt resistor or the like.

  Moreover, in the said embodiment, although the auxiliary machine driving force used for these was detected by detecting the power consumption of an electric load, various ways of detecting the auxiliary machine driving force are also conceivable. For auxiliary machines other than electric loads, if the driving force used there can be detected directly or indirectly by some method, it is possible to perform correction with higher accuracy reflecting it.

  Further, the application of the present invention is not limited to a pneumatic vehicle equipped with a diesel engine as the engine 2.

  DESCRIPTION OF SYMBOLS 1 ... Pneumatic vehicle, 2 ... Engine, 3 ... Transmission, 4 ... Propulsion shaft, 5,6 ... Carriage, 5a, 5b, 6a, 6b ... Air spring, 7 ... Final reduction gear, 11 ... Auxiliary drive shaft, 12 ... Generator, 13 ... Radiator, 15 ... Power supply device, 16 ... Compressor, 17 ... Air conditioner, 20 ... Masscon, 21 ... Engine control unit, 22 ... Reference notch signal generation unit, 23 ... First correction calculation unit, 24 ... Complement Mechanical load correction value calculation unit, 25 ... second correction calculation unit, 26 ... vehicle weight correction value calculation unit, 30 ... variable load sensor

Claims (5)

In a pneumatic vehicle having an engine as a driving source for traveling and having at least one in-vehicle device that operates using the engine as a driving source, the engine control device for a pneumatic vehicle controls the engine,
The engine receives any of a different predetermined number of control command signals, and the control input from among the reference engine outputs set stepwise to generate a predetermined target acceleration force for each control command signal Configured to generate a reference engine output corresponding to the command signal,
Each of the reference engine outputs corresponds to the target acceleration force when the acceleration force-related state that affects the acceleration force of the pneumatic vehicle, including at least the operation state of the vehicle-mounted device, is a predetermined reference state in the pneumatic vehicle. Is set to obtain
The diesel engine control device is
Any one of the operation commands selected by the operation among the predetermined number of operation command signals that are operated to selectively output any of the control command signals to the engine. Operation command means for outputting a signal;
For each operation command signal, the corresponding control command signal is preset as a reference command signal, and the reference command signal corresponding to the operation command signal input from the operation command means is used as the control command signal. Control command signal generating means for outputting to the engine;
At least one of the in-vehicle devices is set as a detection target device, and a device driving force that is used as a drive source of the detection target device among the reference engine output output from the engine is directly or indirectly A device driving force detecting means for detecting;
With
At least the device driving force is included as the acceleration force-related state, and the reference state for the device driving force is a state in which the device driving force is at a predetermined device driving force reference level.
When the operation command signal is input from the operation command unit, the control command signal generation unit is based on a difference between the device driving force detected by the device driving force detection unit and the device driving force reference level. Whether or not an acceleration force within a predetermined range including the target acceleration force corresponding to the reference command signal is obtained when the reference command signal corresponding to the operation command signal is directly output to the engine as the control command signal If it is determined and cannot be obtained, the reference command signal capable of obtaining an acceleration force within the predetermined range is selected, and the selected reference command signal is output to the engine as the control command signal. Pneumatic vehicle engine control device. The engine control device for a pneumatic vehicle according to claim 1,
The pneumatic vehicle includes power generation means for converting the device driving force into electric energy,
The detection target device is configured as an electric load driven by electric power supplied from the power generation means,
The apparatus driving force detecting means detects electric power consumed by the detection target apparatus as the apparatus driving force. The engine control device for a pneumatic vehicle according to claim 1 or 2,
Based on the assumption that all the acceleration force related states other than the device driving force are in the reference state, the device driving force detected by the device driving force detecting means and the device driving force reference level Whether the acceleration force within the predetermined range corresponding to the reference command signal can be obtained when the reference command signal corresponding to the operation command signal from the operation command means is output as the control command signal based on the difference In order to obtain an acceleration force within the predetermined range if not obtained, the reference engine corresponding to the reference command signal is obtained. Comprising first increase / decrease information generating means for outputting first increase / decrease information indicating how many steps the output needs to be increased / decreased,
The control command signal generating means uses the reference command signal corresponding to the operation command signal from the operation command means as it is or according to the first increase / decrease information from the first increase / decrease information generating means. The reference control signal corresponding to the engine output is output to the engine as the control command signal. The engine control device for a pneumatic vehicle according to any one of claims 1 to 3,
Comprising weight detection means for directly or indirectly detecting the weight of the diesel car,
The acceleration-related state includes at least the weight, and the reference state with respect to the weight is a state where the weight is at a predetermined weight reference level.
The control command signal generating means, when the operation command signal is input from the operation command means, the difference between the equipment driving force detected by the equipment driving force detection means and the equipment driving force reference level, and Based on the difference between the weight detected by the weight detection means and the weight reference level, the reference command signal corresponding to the operation command signal is output to the engine as the control command signal as it is. It is determined whether or not the corresponding acceleration force within the predetermined range can be obtained. If not, the reference command signal capable of obtaining the acceleration force within the predetermined range is selected, and the selected reference A command signal is output to the engine as the control command signal. The engine control device for a pneumatic vehicle according to claim 3,
Comprising weight detection means for directly or indirectly detecting the weight of the diesel car,
The acceleration-related state includes at least the weight, and the reference state with respect to the weight is a state where the weight is at a predetermined weight reference level.
Based on the difference between the weight detected by the weight detection means and the weight reference level under the assumption that all the acceleration force related states other than the weight are the reference state, the operation command When the reference command signal corresponding to the operation command signal from the means is output as the control command signal as it is, it is determined whether or not the acceleration force within the predetermined range corresponding to the reference command signal can be obtained. If it is not possible to output the control command signal as it is, it is necessary to increase or decrease the reference engine output corresponding to the reference command signal in order to obtain acceleration force within the predetermined range. Second increase / decrease information generating means for outputting second increase / decrease information indicating whether there is,
The control command signal generation means outputs the reference command signal corresponding to the operation command signal from the operation command means, from the first increase / decrease information generation means and the second increase / decrease information generation means from the first increase / decrease information generation means. According to the second increase / decrease information, the reference command signal corresponding to the reference engine output after each increase / decrease is output to the engine as the control command signal.