JPS6053174B2 - Diesel engine control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a diesel engine for a vehicle, and more particularly to a control device that prevents deceleration shock during gear shifting operations.

In a diesel engine, the pressure inside the cylinder is high due to high compression, and mechanical loss due to friction etc. is large.

Therefore, when decelerating with the accelerator pedal in the fully closed position (idle position), the engine rotational speed decreases more rapidly than in a gasoline engine, resulting in rapid deceleration.

Therefore, in vehicles equipped with a diesel engine, the rotational speed drops to around the idle rotational speed during the transmission operation (so-called gearshift), so when the clutch is engaged after the gearshift is completed, the engine speed suddenly increases. The problem is that the brakes may apply and cause discomfort to the occupants, and to avoid this, it is necessary to accelerate by depressing the accelerator pedal before engaging the clutch, making driving operations complicated and troublesome. It was hot. The present invention has been made in view of the above problems, and
An object of the present invention is to provide a control device for a diesel engine that eliminates a sudden drop in rotational speed during a gear shift operation, facilitates operation, and does not cause discomfort to passengers.

In order to achieve the above object, the present invention is configured to automatically control the rotational speed during a gear shift operation to a value that corresponds to the gear shift position of the transmission and the vehicle speed, so that the gear shift operation can be performed smoothly. It is configured so that

The present invention will be explained in detail below based on the drawings.

FIG. 6 is a functional block diagram of the present invention. First, Figure 3A
, the fuel injection amount calculating means 120 calculates the fuel injection amount according to various operating variables (eg, engine rotation speed, accelerator position, vehicle speed, etc.), and outputs a control signal corresponding to the result. By controlling the actuator that drives the fuel injection amount adjustment mechanism using the above control signal, the amount of fuel injection supplied to the diesel engine is controlled. Further, the first means 122 is a means for detecting that a shift operation is in progress, and the second means 125 detects the detection result of the first means and the shift position of the transmission. 123,
Based on the vehicle speed 124, the value of the control signal is set so that the engine rotational speed corresponds to the speed change position of the transmission and the vehicle speed during the speed change operation.

Next, in FIG. 6B, the third means 126 stops the control by the second means after a predetermined period of time has passed even during the three-speed shift operation, and performs normal control.

Other parts are the same as those in FIG. 6A. FIG. 1 is an example diagram of a control device for a diesel engine 4 to which the present invention is applied.

In Fig. 1, 1 is an air cleaner, 2 is an intake pipe, 3 is a main combustion chamber, 4 is a swirl chamber, 5 is a glow plug, 6 is an injection nozzle, 7 is an injection pump (details will be described later), 8 is an exhaust pipe, 9 10 is a diaphragm valve that controls the opening of the throttle valve; 11 is an EGR valve that controls the amount of EGR (exhaust gas recirculation amount) recirculated from the exhaust pipe 8 to the intake pipe 2; 12 and 13 are It is a solenoid valve.

Further, 14 is a vacuum pump serving as a negative pressure source, and can be used in common with a brake servo pump, for example. Further, 15 is a constant pressure valve that creates a constant negative pressure from the negative pressure given from the vacuum pump 14, 16 is a battery, 17 is a glow relay that controls energization to the fuglow plug 5, and 18 is a servo that controls the fuel injection amount of the injection pump 7. circuit, 19
is a glow lamp that indicates the energization state of the glow plug 5. Further, 20 is an accelerator position sensor that outputs an accelerator position 7 signal 1S1 corresponding to the accelerator pedal position (depression angle), and 21 is an accelerator position sensor that outputs a reference pulse IS2 for each reference angle (for example, 120 C) of the crank angle,
); 22 is a crank angle sensor that outputs a unit pulse IS3 for each interval (22 indicates that the transmission is in the neutral (intermediate) position);
23 is a vehicle speed signal 1S5 corresponding to the vehicle speed.
(detected from the rotational speed of the output shaft of the transmission); 24 is a temperature sensor that outputs a temperature signal 1S6 corresponding to the engine cooling water temperature; 25 is a temperature sensor that injects fuel every time the injection nozzle 6 starts fuel injection. There is a lift sensor which outputs a start signal 1S7, for example a switch or a piezoelectric element actuated by fuel pressure. Further, 26 is an atmospheric density sensor that outputs an atmospheric density signal 1S8 corresponding to the temperature and pressure of the atmosphere. In addition, sleeve position signal 1S corresponding to the position of the sleeve that controls the fuel injection amount of the injection pump
, (details will be described later), a battery voltage signal ISIO, and the like are used. Further, 27 is a calculation unit, such as a central processing unit (CPU) 28 and a read-only memory (ROM).
29, a readable/writable memory (RAM) 30, an input/output interface 31, and the like.

The arithmetic unit 27 receives each signal 1SE to ISIO given from the various sensors mentioned above and a starter switch (not shown).
It inputs signals such as a starter signal 1S11 given from the starter motor (on when the starter motor is activated) and a glow signal 1S12 given from the glow switch, and outputs various control signals 0S1 to 0S7 for optimally controlling the diesel engine.

First, throttle valve opening control signal 0S1 and EGR control signal 0S2
are pulse signals, and by controlling the duty of the electromagnetic valves 12 and 13 by changing the duty of these pulse signals, the opening degree of the throttle valve 9 and the opening degree of the EGR valve 11 are controlled.

Further, the fuel cutoff control signal 0S3 controls opening and closing of a fuel cutoff valve 71 (for stopping the engine) in the injection pump 7.

Further, the fuel injection amount control signal 0S4 and the sleeve position signal 1S9 are given to the servo circuit 18, and the servo circuit 18 outputs the servo signal S1 so as to match both signals. By controlling , the fuel injection amount is controlled.

Further, the fuel injection timing is controlled by controlling the injection timing control mechanism in the injection pump 7 using the injection timing control signal 0S5.

The injection timing is determined by the injection start signal 1 from the lift sensor 25.
Feedback control is performed using S7. Further, by controlling the glow relay 17 using the glow control signal 0S6, the energization of the glow plug 5 is controlled.

Further, the energization state of the glow plug 5 is displayed by controlling blinking of the glow lamp 19 using the glow lamp control signal 0S7.

For example, when the power is on, the lamp 19 is turned on, and when the power is not on, it is turned off. Next, Fig. 2 shows the injection pump 7.
It is a sectional view of an example.

In FIG. 2, fuel is first sucked from an inlet 32 of the pump body by a field pump 34 driven by a drive shaft 33 connected to an engine output shaft.

The fuel discharged from the field pump 34 is transferred to the pressure regulating valve 3.
5, the supply pressure is controlled and supplied to the pump chamber 36 inside the pump housing.

The fuel in the pump chamber 36 lubricates the working parts and is simultaneously sent to the high pressure plunger pump 38 through the suction boat 37. The plunger 39 of this pump 38 is connected to an eccentric disk 4 connected to the drive shaft 33.
0, and is driven by the drive shaft 33 via a joint 41 in synchronization with engine rotation.

Further, the eccentric disk 40 has the same number of face cams 42 as the number of engine cylinders, and reciprocates by a predetermined cam lift each time the face cams 42 ride over a roller 44 disposed on a roller ring 43 while rotating.

Therefore, the plunger 39 reciprocates while rotating,
Due to this reciprocating movement, the fuel sucked from the suction boat 37 is forced from the distribution boat 45 to the injection nozzle 6 shown in FIG. 1 through the delivery valve 46.

At this time, the fuel injection timing can be freely adjusted by changing the relative position between the face cam 42 and the roller 44 using the roller ring 43.

The roller ring 43 is connected to a plunger 48 via a driving pin 47.

In FIG. 2, plunger 4 is shown for convenience of explanation.
The axis of 8 is rotated 900 times, and the feed pump 34
At the same time, the axis line is also shown rotated 900 times.

The cylinder 49 containing the plunger 48 is connected to the casing 5
The oil chamber 51 is slidably housed inside the cylinder 49, and an oil chamber 51 is defined at the right end of the cylinder 49, and an oil chamber 52 is formed at the left end. Note that passages 49a and 50a are provided to communicate the oil chamber 51 and the end face high pressure chamber 55 when the cylinder 49 moves to the right. The oil chamber 51 communicates with the other oil chamber 52 and the feed pump 34 on the suction side through a fuel passage 53, and a solenoid valve 54 is provided at the connection between the oil chamber 51 and the fuel passage 53. .

Further, the fuel pressure in the pump chamber 36 is introduced to the end face high pressure chamber 55 of the plunger 48 sliding in the cylinder 49 via a passage 56, and the fuel pressure in the pump chamber 36 is introduced to the suction side of the feed pump 34 to the low pressure chamber 57 on the opposite side. Although the pressure is close to negative due to the communication, the plunger 48 is pushed back by the elastic force of the spring 58.

Since the fuel pressure in the pump chamber 36 increases in proportion to the rotational speed of the feed pump 3J4, the fuel pressure in the pump chamber 36 increases in proportion to the rotational speed of the feed pump 3J4.
When the plunger 48 is closed, the plunger 48 is pushed to the left in the drawing as the engine speed increases, thereby rotating the roller ring 43 in the opposite direction to the rotation direction of the eccentric disk 40, so that the injection The timing becomes earlier depending on the rotation speed. Further, when the cylinder 49 moves fully to the right in the drawing due to the rotational force of the eccentric disk 40 (at this time, the solenoid valve 54 is opened), the passage 49a
Since the oil chamber 51 and the end face high pressure chamber 55 communicate with each other through the end face high pressure chamber 55 and the end face high pressure chamber 50a, the pressure in the end face high pressure chamber 55 can be controlled by opening and closing the solenoid valve 54.

Therefore, the solenoid valve 5 is controlled by the injection timing control signal 0S5.
By duty-controlling the opening and closing of No. 4, the injection timing can be electrically controlled. On the other hand, the amount of fuel to be injected is determined by the position of the sleeve 60 that covers the spill port 59 formed in the plunger 39.

For example, when the opening of the spill port 59 passes the right end of the sleeve 60 due to the rightward movement of the plunger 39, the fuel that had been pumped from the plunger pump chamber 61 to the distribution boat 45 passes through the spill port 59. The pump is then released into the pump chamber 36, thus ending the pumping. That is,
If the sleeve 60 is displaced to the right relative to the plunger 39, the fuel injection end time will be delayed and the fuel injection amount will be increased. Conversely, if the sleeve 60 is displaced to the left, the fuel injection end time will be brought forward and the fuel injection amount will be increased. This results in a decrease in the amount of injection.

The position control of the sleeve 60 described above is performed by a servo motor 62.

That is, the shaft 63 of the servo motor 62 is threaded, and a slider 64 having a threaded hole in the center is screwed into the shaft 63 of the servo motor 62. This slider 64 has a rotating shaft with a pin 66 as a fulcrum. A link lever 65 is movably connected. The link lever 65 is rotatably attached around a fulcrum 67 and locks the sleeve 60 via a pivot pin 72 at the tip of the link lever 65. Therefore, when the servo motor 62 rotates in the forward and reverse directions, the slider 64 moves left and right, which causes the link lever 65 to rotate about the fulcrum 67 and move the sleeve 60 left and right.

The servo motor 62 is controlled by a fuel injection amount control signal/signal 0S.
This is performed using the servo signal S1 outputted by the servo circuit 18 in response to the signal S4.

Therefore, there is no direct correspondence between the actuator and the fuel injection amount.

In other words, the accelerator pedal is only a means of conveying the driver's intention, such as wanting to accelerate by J or decelerate by 1, to the computing device 27, and the computing device 27 calculates the optimal fuel injection amount according to the driving condition at that time. and fuel injection amount control signal 0
Optimal control is performed by S4. Additionally, a potentiometer 68 provided near the servo motor 62
The shaft of the potentiometer 6 is connected to the shaft 63 of the servo motor 62 by gears 69 and 70.
The signal number 8 indicates the position of the sleeve 60.

This signal becomes the sleeve position signal 1S9. On the other hand, the electromagnetic type fuel cutoff valve 71 is controlled to open and close by the fuel cutoff control signal 0S3, and when cut off, the intake boat 3
By closing 7 and cutting off the fuel, the engine is stopped.

The present invention relates to control of the fuel injection amount signal 0S4 shown in FIG. 1 during gear shifting.

This will be explained in detail below.

FIG. 3 is a block diagram of one embodiment of the present invention.

In FIG. 3, the rotational speed sensor 101 (21 in FIG.
) outputs a rotational speed signal S2 corresponding to the engine rotational speed.

Also, the accelerator position sensor 102 (corresponding to 20 in Fig. 1)
outputs an accelerator position signal S3 (corresponding to 1S1 in FIG. 1) corresponding to the accelerator pedal position (depression angle).

Further, the vehicle speed sensor 103 (corresponding to 23 in FIG. 1) outputs a vehicle speed signal S4 (corresponding to IS5 in FIG. 1) corresponding to the vehicle speed.

Further, the gear position sensor 104 is, for example, a switch provided for each shift position (including neutral) of the transmission, and outputs a gear position signal S5 corresponding to the shift position.

In addition, the clutch switch 105 is used to turn on (close) the clutch.
, outputs a clutch signal S6 corresponding to off (disconnection).

Further, the time adjuster 106 outputs a signal S7 that adjusts the set time of the timer circuit 112 by operation by a passenger, worker, or the like.

Next, the normal fuel injection amount calculation circuit 107 calculates the injection amount according to the rotational speed signal S2 and the accelerator position signal S3, and outputs the normal injection amount signal S8.

In addition, based on the vehicle speed signal S4 and the gear position signal ■, the shift injection amount calculation circuit 108 calculates the rotational speed Ng corresponding to the vehicle speed at the current shift position based on the following equation (1).
is calculated, an injection amount for controlling the engine rotational speed to Ng in a no-load state is calculated, and a shift injection amount signal S9 corresponding to the injection amount signal S9 is output. However, ■ is the actual vehicle speed at that time, ■ is the vehicle speed when the gear position is the top position and the rotation speed is 1000 rpm, R, = 426401
It has an 11 top gear ratio.

Note that the normal injection amount calculation circuit 107 and the shift injection amount calculation circuit 108 may be configured to correct the injection amount in accordance with other operating parameters such as fuel temperature and atmospheric density.

Next, the determination circuit 110 inputs the accelerator position signal S3, vehicle speed signal S4, gear position signal S5, and clutch signal S6, and determines that the accelerator pedal position is fully closed, the vehicle speed is not 0 (while driving), and the gear position is If the vehicle is not in neutral and the clutch is off, it is determined that the gear is being shifted, and the determination signal SlO is set to a high level.

On the other hand, the timer circuit 112 outputs a time signal Sll that remains at a high level for a predetermined set time from the time when the determination signal SlO becomes a high level.

Further, the timer circuit 112 is reset when the determination signal SlO becomes a low level, and then counts the predetermined set time again when the determination signal SlO becomes a high level. Note that the value of the set time of the timer circuit 112 can be set to an arbitrary value by operating the time adjuster 106.

Next, the AND circuit 111 outputs the determination signal SlO and the time signal S
The switching signal Sl is at a high level only when both 11 and 11 are at a high level.

Output. When the switching signal Sl2 is at a low level, the switching circuit 109 switches to the A side and passes the normal injection amount signal S8, and when the switching signal Sl2 is at a high level, it switches to the B side and passes the gear changing injection amount signal S9. Let it pass.

The output of this switching circuit 109 is used as the fuel injection amount control signal 0S4.
is applied to the servo circuit 113 (corresponding to 18 in FIG. 1), and drives the servo motor 114 (corresponding to 62 in FIG. 2) to control the sleeve position and the injection amount. That is,
In the circuit shown in FIG. 3, when the accelerator pedal position 1 is fully closed, the vehicle speed 2 is not O, the gear 3 is not eutral, and the clutch 4 is off, it is determined that the gear is being shifted. During gear shifting, the injection amount is controlled so that the rotational speed is determined according to the vehicle speed and gear position at that time.

Therefore, when the gear shift operation is completed and the clutch is turned on, the vehicle speed and rotational speed match well in the new gear position, so there is no discomfort caused by sudden engine braking, and the clutch is turned on. Since it is possible to minimize the applied impact load and the slippage of the synchromesh mechanism of the transmission, the life of the clutch and transmission can be extended. Furthermore, once the set time of the timer circuit has elapsed, even if the shift conditions (1 to 4 above) are satisfied, the injection amount is returned to the normal value, so if for some reason the same state as the shift conditions continues for a long time, Even if this happens, there is no risk of the engine running out of control.

The above setting time can be set according to the driver's preference, but it is best to set it to about 0.3 to 0 seconds, and at most 0J.
It is desirable to set the time to about seconds. The state of control by the circuit shown in FIG. 3 is as shown in FIG. 4, for example.

In Figure 4, A is the accelerator pedal position, B is the clutch position, C is the gear position (a gear is other than neutral,
"neutral" indicates neutral), and D indicates rotation speed.

During a gear shift, the accelerator pedal is first fully closed at time T, and a little later, at time T2, the clutch is turned off and the gear shift condition is satisfied (assuming the vehicle speed is not O). Next, at time L, the shift condition for which the gear position is neutral is no longer satisfied, and when a new gear position is selected at time T4, the shift condition is again satisfied. Next, when the clutch is turned on at time JT5, the shift condition is no longer satisfied again, and at time T6 the accelerator pedal is depressed and the next acceleration is started. That is, the x range in the figure is the injection amount during gear change, and the Y range is the injection amount during normal operation.

Therefore, the rotational speed becomes as shown in D by a solid line L1.

First, between time T1 and T2, the injection amount is normal when fully closed, but at this time the clutch is on and the engine is driven by the vehicle, so N at time T1.

At time T2, the rotational speed which had been at n1 slightly decreases to n1. However, from time T2 to T3, the variable speed injection amount is n1.
is maintained. Next, from time T3 to time T4, the injection amount becomes the normal injection amount when fully closed again, and since the clutch is off at this time, it rapidly decreases and reaches N2 at time T4.

Next, from time T4 to time T5, the injection amount at the time of gear change corresponds to the newly selected gear position, and becomes a value ~ suitable for the gear position and vehicle speed. Although the figure shows the case where the speed is increased from N2 to J, the speed may be reduced depending on the gear position and vehicle speed at that time. Next, from time T5 to T6, the injection amount is the normal injection amount when fully closed, but the clutch is on and the engine is driven from the vehicle, just like from T1 to T3, so the rotational speed is slightly lower. descend.

Then, at time T6, the accelerator pedal is depressed and acceleration starts again. In the case of the conventional device, as shown by the broken line L2, the rotational speed rapidly decreases from time T2 to T5, so when the clutch is connected at time T5-, the rotational speed τ becomes a wide deviation from the appropriate rotational speed τ. There is.

As a result, engine braking is applied suddenly after the clutch is engaged, causing discomfort to the occupants. However, in the case of the present invention, the new gear position is determined in advance! Since the rotation speed is controlled to match the vehicle speed and the vehicle speed, the above problem does not occur.

Note that while the gear position is neutral (from T3 to T in Figure 4)
Up to 4) The reason why the rotational speed is lowered at the normal injection amount is as follows. That is, among the speed change operations, in the case of an upshift, the rotational speed suitable for the post-shift gear position will be lower than the value before the shift, and conversely, in the case of a downshift, it will be higher.

However, during normal driving, the frequency of upshifts and the frequency of downshifts are significantly higher with the shifter 1 knob. Therefore, the appropriate rotational speed after shifting is n before shifting.
Since there is a very high possibility that the value will be lower than 1, the normal injection amount is used during neutral to reduce the rotation to make it easier to correct the rotation speed to an appropriate value. Note that n1 may be held as is from time point T3 to time point T4.

Next, the part surrounded by the broken line in FIG. 3 can be constructed by a microcomputer (27 in FIG. 1).

FIG. 5 is an embodiment of a flowchart showing calculations when the above-mentioned broken line portion is constructed by a microcomputer.

Note that the calculation shown in FIG. 5 is repeatedly performed, for example, at regular intervals or in synchronization with engine rotation. In Figure 5, first P
1, the normal injection amount is calculated according to the rotational speed and the accelerator pedal position by table lookup or the like.

Next, in P2, it is determined whether the clutch is off or not, and if YES, the process goes to P3.

In P3, it is determined whether the gear position is neutral or not, and NO
If so, go to P4.

In P4, it is determined whether the vehicle speed is 0 or not, and if NO (the vehicle is running), the process goes to P5.

In P5, it is determined whether the accelerator position is fully closed or not, and if YES, that is, if the shift conditions are satisfied, the process goes to P6.

No. P2. ．． YES on P3. ．． YES on P4, P5
If NO, that is, if even one of the four shift conditions is not satisfied, the process goes to Pl4 and the normal injection amount is output. However, if P2 is NO and P3 is YES, the process goes to P14 after setting FLAG to 0 in P13.
This FLAG is a counter (third
This FLAG indicates the operation of the timer circuit (corresponding to the timer circuit 112 in the figure); FLAG=1 indicates that counting is in progress, and FLAG=0 indicates that counting is not in progress. Note that this FLAG is set to 0 when the microcomputer is initialized when the power is turned on. Next, in P6, FLAG=
It is determined whether or not it is 0, and when YES, that is, when the shift condition is satisfied for the first time, the process immediately goes to P8.

If NO in P6, that is, if the shift condition has already been satisfied in the previous calculation, the process goes to P7, and it is determined whether or not the count value of the counter is less than or equal to the set time.

If NO in P7, go to P14, and if YES, go to P8.

At P8, the above (1) is determined by table lookup etc.
The injection amount during gear change is calculated based on the formula.

Next, in P9, it is determined again whether FLAG=0, and if NO, the process immediately goes to P12 and outputs the injection amount at the time of gear change.
If YES in P9, that is, when the shift condition is satisfied for the first time, clear the counter with PlO and start counting, set FLAG=1 with Pll, and then set Pl2.
Go to and output the injection amount during gear change.

As described above, according to the present invention, during gear shifting, the injection amount is controlled so that the rotational speed is determined in accordance with the vehicle speed and gear position at that time. Therefore, when the gear shift operation is completed and the clutch is turned on, the vehicle speed and rotational speed match well in the new gear position, so there is no discomfort caused by sudden engine braking, and the clutch is turned on. Since it is possible to minimize the applied impact load and the slippage of the synchromesh mechanism of the transmission, the life of the clutch and transmission can be extended. In addition, once the timer circuit setting has elapsed, the injection amount is returned to its normal value even if the shift conditions are satisfied, so if for some reason the same shift conditions continue for a long time, the engine may run out of control. There is no risk of it happening. Also, since you can freely select the setting time of the timer circuit,
It is possible to provide characteristics according to the driver's preference for speed change operation.

In addition, when the clutch is on, the injection amount is normal, and engine braking is applied during normal deceleration other than when changing gears, as in the past, so there is no discomfort when driving.

[Brief explanation of the drawing]

Fig. 1 is a diagram of an example of a control device for a diesel engine to which the present invention is applied, Fig. 2 is a sectional view of an example of an injection pump, and Fig. 3 is a sectional view of an example of an injection pump.
is a block diagram of an embodiment of the present invention, FIG. 4 is a time chart of the operation of FIG. 3, FIG. 5 is an embodiment of a flowchart showing operations of the present invention, and FIG. 6 is a functional block diagram of the present invention. There is a diagram. Explanation of symbols 1...Air cleaner, 2...Intake pipe, 3
... Main combustion chamber, 4 ... Whirlpool chamber, 5 ... Gu-koma plug, 6 ... Injection nozzle, 7 ... Injection pump, 8 ...
・Exhaust pipe, 9... Throttle valve, 10... Diaphragm valve, 11... EGR valve, 12, 13... Solenoid valve, 14
...Vacuum pump, 15...Constant pressure valve, 16...
- Battery, 17... Glow relay, 18... Servo circuit, 19... Glow lamp, 20... Accelerator position sensor, 21... Crank angle sensor, 22...
Neutral switch, 23... Vehicle speed sensor, 24...
...Temperature sensor, 25...Lift sensor, 26...
Atmospheric density sensor, 27... Arithmetic device, 28... CP
Ul29...ROMl3O...RAMl3l...
Input/output interface, 32... entrance, 32. ...Drive shaft, 34...Feed pump, 35...
・Pressure regulating valve, 36... Pump chamber, 37... Suction boat, 38... High pressure plunger pump, 39... Plunger, 40... Eccentric disk, 41
...Joint, 42...Face cam, 43...Roller link, 44...Roller, 45...Distribution boat,
46...Delivery valve, 47...Driving pin, 48...Plunger, 49...Cylinder, 49
a... Passage, 50... Casing, 50a... Passage, 51, 52... Oil chamber, 53... Fuel passage, 54
... Solenoid valve, 55 ... End face high pressure chamber, 56 ... Passage, 57 ... Low pressure chamber, 58 ... Spring, 59 ...
- Spill port, 60... Sleeve, 61... Plunger pump chamber, 62... Servo motor, 63...
Shaft, 64... Slider, 65... Link lever, 66
... Zen, 67... Fulcrum, 68... Potentiometer, 69, 70... Gear, 71... Fuel cutoff valve,
72... Zebot pin, 101... Rotation speed sensor,
102...Accelerator position sensor, 103...Vehicle speed sensor, 104...Gear position sensor, 105...Clutch switch, 106...Time adjuster, 107...
Normal injection amount calculation circuit, 108... Injection amount calculation circuit during shifting, 109... Switching circuit, 110... Judgment circuit,
111...AND circuit, 112...Timer circuit, 1
13... Servo circuit, 114... Servo motor, I
SL...Accelerator position signal, IS2...Reference pulse, IS3...Unit pulse, IS4...Neutral signal, IS5...Vehicle speed signal, IS6...Temperature signal,
IS7...Injection start signal, IS8...Air density signal, IS9...Sleeve position signal, ISlO...Battery voltage signal, ISll...Starter signal, 1S12
... Glow signal, 0S1 ... Throttle valve opening control signal,
0S2...EGR control signal, 0S3...Fuel cutoff control signal, 0S4...Fuel injection amount control signal, 0S5...
・Injection timing control signal, 0S6...Glow control signal, 0
S7...Glow lamp control signal, S1...Servo signal.

Claims (1)

[Claims] 1. In a diesel engine control device that controls a fuel injection amount by controlling an actuator that drives a fuel injection amount adjustment mechanism using a control signal, an actuator that detects that a gear shift operation is in progress is provided. 1 and a second means for setting the value of the control signal so that the rotation speed of the engine corresponds to the shift position of the transmission and the vehicle speed during the shift operation. Device. 2. In a diesel engine control device that controls a fuel injection amount by controlling an actuator that drives a fuel injection amount adjustment mechanism using a control signal, a first means for detecting that a gear shift operation is in progress; A second means for setting the value of the control signal so that the rotational speed of the engine is set to a value corresponding to the shift position of the transmission and the vehicle speed during operation, and a second means for setting the value of the control signal so that the rotational speed of the engine is a value corresponding to the shift position of the transmission and the vehicle speed; and third means for stopping the control by the second means and performing normal control. 3 The first means determines that a gear shift operation is being performed when the accelerator pedal position is fully closed, the vehicle speed is not zero, the shift position of the transmission is not the neutral position, and the clutch is off. A control device for a diesel engine according to claim 2, characterized in that the control device is a control device for a diesel engine. 4 The above-mentioned second means calculates the vehicle speed at that time as V, the vehicle speed when the gear shift position is at the totsu position and the rotational speed is 1000 rpm^1^0 as V_t, and the ratio between the gear ratio at that time and the top gear ratio. If R_t, then under no-load condition, the rotational speed N
3. The diesel engine control device according to claim 2, wherein the value of the control signal is set so that _g is N_g=(V×1000×R_t)/V_t. 5. The diesel engine control device according to claim 2, wherein the third means is configured to be able to adjust the value of the predetermined time to an arbitrary value.