JPS6220393B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine pump that smoothly changes the basic operations of starting, running, and stopping, especially when moving from starting operation to operating operation in cold regions. This device is related to a vacuum pump control device. A thermistor is attached to the engine body, and the signal from this thermistor is sent to the vacuum pump drive circuit. The vacuum pump drive circuit receives the vacuum pump operation signal after the throttle is closed from the throttle drive circuit, and The vacuum pump is operated in response to a warm-up completion signal from the thermistor based on the engine body temperature.

In explaining the present invention, a fire engine pump will be described as an example. That is,
Engine pumps for firefighting must be configured so that they can detect smoke and heat in the event of a fire and automatically start the engine, and the water pump can also automatically suck and discharge water.

FIG. 1 shows the entire fire engine pump and automatic control device, and FIGS. 2 and 3 show the engine pump's fuel system and driven working equipment. In the figure, a is an underframe to which a handle b is attached, and an engine EG and a water pump P are installed on this underframe a, and the output shaft of the engine EG and a water pump P are mounted on the underframe a.
They are directly connected to each other by a transmission shaft (not shown) consisting of an input shaft, so that the power of the engine EG is directly transmitted to the water pump P. A V-pulley is fixed to this transmission shaft. A vacuum pump Vp for removing the air in the pump P is installed above the water pump P, and a V-pulley is attached to the input shaft of the vacuum pump Vp. There is a V-shaped endless tuning belt between the V-pulley on the transmission shaft side and the V-pulley on the vacuum pump side.
A wrapped transmission device Cz with a tension clutch mechanism is configured in which C ₁ is wound and the tension pulley C ₂ is pressed against and separated from the tension pulley C ₁ to connect and disconnect power transmission. . Also, Cu is engine EG
With the vaporizer, the nozzle opens in the bench lily part,
A chamber installed on one side of this bench lily part
It is connected to Cn. And the chamber Cn
is connected to the fuel tank e via a fuel tank solenoid valve _S1 through a passage d. f is an automatic control operation panel that incorporates a control system section and is equipped with display lamps, switches, push buttons, etc. S ₂ is the solenoid valve for the choke, S ₃ is the solenoid valve for the throttle, S ₄ is the solenoid valve for the takeler, S ₅ is the solenoid for the clutch,
S ₇ is a solenoid valve for drainage, S ₉ is a starter, F.D.
is a fire detector, and V _B is a battery.

Figure 4 shows the fire pump, its control system section, and engine section. That is, in Fig. 4, A is a power source (battery) equipped with an indicator lamp section.
1, B is a control signal input section, C is a control system section including each control solenoid of the engine pump section, a flywheel magneto, and a starter, and D is a control system section including a throttle drive circuit, a vacuum pump drive circuit, etc. In addition, 1 is a terminal connected to power supply part A,
_F1 is a fuse that protects the control system section D, S _W1
is the control switch that controls the battery voltage, V _B
is the battery, R ₁ is the standby indicator lamp, 2 is the terminal connected to the start instruction indicator lamp R ₂ , 3 is the terminal connected to the operation indicator lamp R ₃ , 4 is connected to the stop indicator lamp R ₄ 5 is a power supply terminal with a constant voltage of 5V in the control system section D,
6 is a set input supply terminal connected to the set push button P _B3 for setting the start instruction display lamp _R2 , and receives a set signal when the engine is started from stopped; 7 is a terminal for receiving a stop input signal; 8 is a terminal for receiving a switching signal between automatic and manual starting, 9 is a terminal for receiving a manual starting signal, and 10 is connected to a reset push button P _B4 for resetting the circuit in the control system section D to the starting state. 11 is an output terminal for operating the solenoid valve _S1 for the engine's fuel supply;
12 is an output terminal for adjusting the throttle solenoid valve S ₂ for adjusting engine starting, 13 is a terminal connected to the throttle solenoid valve S ₃ for setting the engine operation, and 14 is a terminal for use in cold regions etc. This terminal is connected to the solenoid valve _S4 for the takeler (fuel drip adjustment valve) to facilitate engine starting, and it emits a takeler activation signal when the temperature is below a certain level. 15 is a terminal connected to the clutch solenoid _S5 , and this terminal 15 is used to operate the vacuum pump for the clutch by changing the operating time of the vacuum pump depending on the lift condition from the water source to the pump until the water pump is ready to suck water. Sends a signal to activate solenoid S ₅ . 16 is a terminal connected to the negative current, 17 is a terminal connected to the flywheel magneto _S6 of the engine, and this flywheel magneto _S6 sends a generated voltage signal according to the engine speed to the control system section. Sends to the rotation detection circuit of D. 18 is a terminal connected to the drain valve solenoid valve S ₇ for draining water from the pump body after water is discharged, and 19 is a terminal connected to the flywheel magnet S ₈ of the engine via a noise filter N/F. In response to a signal from the control system section D, the voltage of the flywheel magneto _S8 is short-circuited to reduce the generated voltage to 0, thereby stopping the ignition of the spark plug and stopping the engine. 20 is starter S ₉
This is the terminal connected to the starter, and outputs an output signal when the starter starts. 21 is a terminal for supplying power to drive the relay in the control system section D; 22 is a terminal for inputting a condition signal for driving the takeler mentioned above; a thermistor T _H is connected to the engine body;
is installed, a signal is detected based on the temperature, and this signal is sent to the control system section D. 23 is a terminal connected to fire detectors F and D, which sends a signal to start the engine pump when smoke or heat is detected. In addition, S _W2 is an automatic/manual changeover switch, P
_B1 is a stop button, P _B2 is a start button, and F ₂ to F ₈ are protection fuses.

In FIG. 4, when no fire is detected and the automatic/manual changeover switch _SW2 is set to automatic, the control system section D is in a standby state. If a fire breaks out and the fire detector F/D detects an abnormality, the signal will be sent to the input terminal 23.
The output terminals 11, 12, and 18 output signals to each control solenoid of the engine pump, which causes the fuel tank to open, the choke to close, and the drain tank to close. after that,
Takeler works in cold regions. Once the Takeler operation is complete, the starter S ₉ is activated and the engine is driven. When the engine is driven, the flywheel magneto _S6 is driven and a predetermined output is produced from the flywheel magneto _S6 .
As a result, the choke is opened and the throttle is closed, resulting in an idling state. After a while, the vacuum pump is driven, and several seconds after the water pump is ready to suck water, the throttle is fully opened to release water. In this state, if water absorption or water discharge becomes impossible, the engine speed will rise abnormally, an abnormal rotational output voltage will be generated from the flywheel magneto _S6 , this signal will close the throttle, and after a few seconds The fuel supply is cut off, and the ignition of the spark plug is cut off, causing the engine to automatically stop. In the case of a normal stop, when the stop button P _B1 is pressed, the throttle closes, and after a few seconds, the voltage of the flywheel magneto S ₈ is shorted, the spark plug also misfires, the fuel supply is cut off, and the engine automatically stops.

As described above, the automatic control system for a fire engine pump shown in FIG. 4 automatically starts the engine and sprays water when a fire is detected or when a button is operated manually. Additionally, when an abnormality occurs in the engine or pump, this is automatically detected and the engine is automatically stopped.

FIG. 5 is an operating time chart of this system.

Next, the present invention will be explained with reference to FIGS. 6 and 7 showing one embodiment thereof. In the figure, TH
is a thermistor that detects the engine body temperature T _E , which divides the battery voltage V _BAT with a series resistor R ₁₀ , and is connected to the non-inverting input terminal of the comparator C ₀ .
The dividing voltage is V ₁ . Further, the connection point where the battery voltage V _BAT is divided by the volume R ₂₀ and the series resistor R ₃₀ is connected to the inverting input terminal of the comparator C ₀ . Output voltage V ₂ of the above comparator C ₀
is applied to one input of an AND gate G, and the other input terminal of this gate G is a vacuum pump control input terminal, and the terminal voltage is set to _V3 . the above
The output terminal voltage of AND gate G is assumed to be _V4 .

Now, when the engine is started in a cold region without operating the engine pump and enters warm-up operation, the resistance value of the thermistor TH is high because the engine body temperature TE is low, and the divided voltage V ₁ changes depending on the set temperature. If the voltage V ₀ (V ₁ <V ₀ ) is determined as follows, the vacuum pump Vp will not operate even if the sequence advances to the vacuum pump activation timing and the vacuum pump ON signal voltage V ₃ is output. During this period, warm-up operation of the engine pump continues, and when V ₁ >V ₀ , V ₂ becomes "1", and the output of AND gate G becomes "1" x "1", and V ₄ becomes "1".

This signal causes the vacuum pump to activate.

In other words, immediately after starting the engine, until it warms up, the engine will not rotate smoothly and will not produce high output. If a load is applied during this period, the engine may stop, and the vacuum pump may not operate smoothly, preventing it from achieving its original performance. This is especially true for 4-cycle engines, and in cold regions it takes a long time for the aircraft to warm up, making it difficult to know when it is appropriate to apply a load.

The present invention solves the above-mentioned problem by having the device automatically determine this timing and turn on the load after the warm-up operation is completed. In addition, in the case of an engine pump, if the vacuum pump were to stop operating before the warm-up operation is complete, the water pump would be filled with water and a high load would be applied, which would further exacerbate the above-mentioned problems. Therefore, according to the present invention, this problem can also be solved.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of the overall configuration of a fire engine pump and automatic control device for explaining the present invention, Fig. 2 is a schematic diagram of the fuel system configuration, and Fig. 3 is a schematic configuration of the driven working machine. Figure 4 is a conceptual diagram showing the connection relationship between the control system section and the engine, Figure 5 is an operating time chart of the engine pump, and Figure 6 is a conceptual diagram showing the connection relationship between the control system and the engine.
The figure is an electrical circuit diagram of one embodiment of the device of the present invention, and FIG. 7 is an explanatory diagram of the operation of FIG. 6. EG...Engine, Vp...Vacuum pump, TH...
...Thermistor.

Claims (1)

[Claims] 1 an engine, a water pump driven by the engine, a vacuum pump that is powered by the engine via a clutch mechanism and primes the water pump, a solenoid valve that controls the throttle and throttle of the engine; It has a control system section that controls the operation of a control solenoid that controls the clutch mechanism of the vacuum pump, and a detection means that detects the body temperature of the engine, and the control system section has a control system section that controls the operation of a control solenoid that controls the clutch mechanism of the vacuum pump, and a detection means that detects the body temperature of the engine. A vacuum pump control device for an engine pump, which controls the vacuum pump to operate when the engine is in an idling state, and controls the start timing of the vacuum pump in relation to the output from the detection means.