JP3218710B2 - Fuel injection control device for diesel engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection control device for a diesel engine, and more particularly to a fuel cut-off valve which supplies fuel when a spill valve provided in a fuel injection pump is closed. The present invention relates to a fuel injection control device having a so-called fail-safe function for stopping the fuel injection control.

[0002]

2. Description of the Related Art Generally, a fuel injection pump used in a fuel injection control device of a diesel engine includes an electromagnetic spill valve for controlling a fuel injection amount and a hydraulic timer for controlling a fuel injection timing. Are provided. The spill valve slides the valve body in response to the energization / de-energization signal to adjust the amount of spill from the fuel pressurizing chamber. The timer drives the timer control valve to open and close by duty ratio control. Then, the timer control valve receives the command duty ratio signal D
The fuel injection timing is controlled such that the greater the UTY, the more the retard angle (DUTY = 100%) and the smaller the command duty ratio signal DUTY, the more the advanced angle (DUTY = 0%, the most advanced angle). .

[0003] Further, the fuel injection pump is provided with a fuel cut valve for performing a fuel cut when an abnormality occurs as a fail-safe function. Then, for example, when the valve element of the spill valve sticks and the spill valve is locked in the closed state, the fuel cannot be spilled by the spill valve, and the fuel is released, but the fuel is cut off. This prevents the fuel from being left undisturbed.
As a result, an abrupt increase in the engine speed due to the undisturbed fuel injection is suppressed.

[0004]

However, when the timer advance angle is not properly adjusted at the time of closing the spill valve, the fuel cut may not be performed reliably. That is, as shown in FIG. 5, if the timer advance amount is excessively retarded when the engine is in the high rotation range (DU)
(TY ≒ 100%), the fuel cut is not allowed (shown by hatching), and the fuel cut is not performed. More specifically, in the fuel cut-off region, as the engine speed increases, the pressure in the pressurizing chamber increases, and the amount of air blown up from the pressurizing chamber to the fuel cut valve increases. Then, fuel leaks due to the rising of the fuel cut valve, and the fuel cut is not reliably performed. As a result, problems such as an increase in the engine speed when the spill valve is closed and locked occur.

[0005] Further, even outside the fuel cut disabled region in FIG. 5, for example, the timer control valve is set to the most advanced angle (DUTY = 0%).
Control, engine reliability problems such as knocking and an increase in combustion temperature occur.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problem, and an object of the present invention is to surely execute a fuel cut when a spill valve of a fuel injection pump is closed and locked. And a fuel injection control device for a diesel engine.

[0007]

In order to achieve the above object, a fuel injection control device for a diesel engine according to the present invention, as shown in FIG. 6, uses a reciprocating motion of a plunger M2 accompanying rotation of a diesel engine M1. Fuel is sucked into the pressurizing chamber M3 through the fuel suction passage, and
3 is pressurized, and the pressurized fuel is distributed to each fuel injection nozzle M4.
A spill valve M6 provided in the fuel injection pump M5 for adjusting the fuel injection amount by spilling pressurized fuel to the fuel injection nozzle M4 by a valve opening operation; and an oil provided in the fuel injection pump M5. Piston M slid by pressure
A timer M8 for changing the position of 7 so as to change the reciprocating timing of the plunger M2 to control the fuel injection timing of the fuel injection pump M5 to the advance side or the retard side ;
A timer control valve M9 for adjusting the oil pressure to the piston M7 in the timer M8, a fuel cut valve M10 provided in the fuel suction passage, and stopping the fuel supply to the pressurizing chamber M3 by a valve closing operation; Operating state detecting means M11 for detecting an operating state of the diesel engine M1 including at least the engine speed; and the diesel engine M1 detected by the operating state detecting means M11.
Controls pre SL timer control valve M9 in response to the operating state, data
The fuel injection timing is advanced by controlling the Ima control valve M9 to the closed side.
While controlling the timer control valve M9 to open,
In a fuel injection control device for a diesel engine provided with first fuel injection timing control means M12 for delaying the timing, a valve lock detection means M13 for detecting a valve lock of the spill valve M6; when closing the lock of the spill valve M6 is detected by the detecting means M13, if the by fuel cut valve M10 and lock the fuel cut executing means M14 for fuel cut, Ru is the fuel cut by the lock during fuel cut means M14, The timer M
8 is excessively controlled to the retard side and the height from the pressurizing chamber M3 is increased.
Pressure fuel causes malfunction of fuel cut valve M10
The fuel cut impossible area, which is the advance amount, and the timer control
A second fuel injection timing control means M15 for controlling the timer control valve M9 at the most advanced angle whether <br/> et deviated advance region a timer advance angle amount when the valve M9 was fully closed The gist is to have. Also, a duty-driven timer
The operation state detecting means M is configured to use a control valve M9.
11, the operation of the diesel engine M1 is detected.
The timer control valve M9 is controlled according to the rotation state,
Fuel injection by reducing control duty ratio to control valve M9
While the timing is advanced, the control duty to the timer control valve M9 is controlled.
The first is to increase fuel ratio and retard fuel injection timing.
A fuel injection timing control means M12;
When the fuel is cut off by the
When the pressure in the pressurizing chamber M3 is
These high-pressure fuels cause malfunction of fuel cut valve M10.
The fuel cut-off area, which is the amount of timer advance,
When the control duty ratio to the control valve M9 is set to 0
The tap angle in the advance angle range that is outside the maximum advance angle, which is the amount of advance angle.
Second fuel injection timing control means for controlling the image control valve M9
M15.

Further, the first fuel injection timing control means M2
Is the minimum to maximum possible engine load.
The timer control valve M9 in the actual use area of
Is controlled by the second fuel injection timing control means M15 .
The advanced control area of the timer control valve M9 may be configured to be the maximum advance timer amount in the actual use area.

[0009]

According to the above configuration, the fuel injection pump M5 draws fuel into the pressurizing chamber M3 through the fuel suction passage by reciprocating the plunger M2 accompanying rotation of the diesel engine M1, and simultaneously pressurizes the fuel in the pressurizing chamber M3. The fuel is pressurized and the pressurized fuel is distributed to each fuel injection nozzle M4. The spill valve M6 spills pressurized fuel to the fuel injection nozzle M4 by a valve opening operation to adjust the fuel injection amount. Timer M8 is
By changing the position of the piston M7 slid by the hydraulic pressure, the reciprocating timing of the plunger M2 is changed,
The fuel injection timing of the fuel injection pump M5 is advanced or retarded
To control . The timer control valve M9 adjusts the hydraulic pressure on the piston M7 in the timer M8. Fuel cut valve M1
0 stops the fuel supply to the pressurizing chamber M3 by the valve closing operation. The operating state detecting means M11 detects an operating state of the diesel engine M1 including at least the engine speed. The first fuel injection timing control means M12 controls the timer control valve M9 according to the operation state of the diesel engine M1 detected by the operation state detection means ,
Control the valve M9 to the closed side to advance the fuel injection timing.
On the other hand, control the timer control valve M9 to the open side to adjust the fuel injection timing.
Retard.

On the other hand, valve closing lock detecting means M13 detects the valve closing lock of the spill valve M6. Valve closing lock detecting means M
When the closing lock of the spill valve M6 is detected by the lock 13, the lock-time fuel cut execution means M14 executes the fuel cut by the fuel cut valve M10. That is, the spill valve M
The fuel cut as a fail-safe function is executed by the valve closing lock of No. 6. Then, the second fuel injection timing control means M15 determines that the timer M8 is excessively controlled to the retard side.
The fuel cut valve by the high pressure fuel from the pressurizing chamber M3.
Fuel cut, which is the amount of timer advance that causes M10 to malfunction
When the timer control valve M9 is in the fully closed state
The timer control valve M9 is controlled in an advanced angle region deviating from the maximum advance angle , which is the amount of timer advance angle . Also, duty drive type
In the configuration using the timer control valve M9, the first fuel
The fuel injection timing control means M12 controls the timer control valve M9.
Advance the fuel injection timing by reducing the duty ratio
On the other hand, the control duty ratio for the timer control valve M9 is increased.
To retard the fuel injection timing. Second fuel injection timing system
The control means M15 controls the timer M8 to be excessively retarded.
And the fuel is cut by the high-pressure fuel from the pressurizing chamber M3.
The fuel cup, which is the timer advance amount that causes the valve M10 to malfunction,
And the control duty to the timer control valve M9.
From the maximum advance, which is the timer advance when the ratio is 0.
The timer control valve M9 is controlled in the advanced angle range.

[0011] With this processing, when the spill valve M6 is closed and locked, the timer advance amount is determined to be in a range where fuel cut is impossible.
The fuel injection timing control is performed while avoiding the region or the region of the most advanced angle, and the fuel cut is reliably performed.

[0012] In addition, in the second of the fuel injection timing control means M15
Assuming that the advanced angle range of the timer control valve M9 controlled by the timer control amount is the maximum advance angle of the timer in the actual use area, when the spill valve M6 is locked to close the valve, there is a margin away from the fuel cut impossible area. The fuel injection timing control is performed in the region.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a schematic configuration of a fuel injection control device according to the present embodiment, which is mounted on a vehicle. In FIG. 1, a drive shaft 3 is rotatably supported on a pump housing 2 of a fuel injection pump 1. One end of the drive shaft 3 is exposed to the outside of the pump housing 2, and a drive pulley 4 is fixedly provided at the end thereof. Drive pulley 4
Is driven and connected to a crankshaft of a diesel engine via a belt or the like, and is rotated by applying a rotational force from the crankshaft. A vane type feed pump 5 (developed at 90 degrees in FIG. 1) is provided in the pump housing 2. The feed pump 5 sucks up fuel by the rotation of the drive shaft 3 and sends it to the fuel chamber 6.
A pulsar 7 having a plurality of protrusions on the outer peripheral surface is attached to the drive shaft 3, and a cam plate 8 is connected to a tip end of the drive shaft 3 via a coupling (not shown).

A roller ring 9 is disposed between the pulsar 7 and the cam plate 8, and a plurality of cam rollers 11 facing the face cam 10 of the cam plate 8 are mounted on the roller ring 9. The face cams 10 are provided by the same number as the number of cylinders of the diesel engine.

A plunger 14 is disposed in a plunger hole 13 formed on the right side of the pump housing 2, and the plunger 14 is supported by the cam plate 8 so as to be integrally rotatable. Further, the cam plate 8 is constantly biased and engaged with the cam roller 11 by the spring 12. Therefore,
The cam plate 8 and the plunger 14 rotate with the rotation of the drive shaft 3 and the cam roller 11
Reciprocates in the horizontal direction in the figure. Then, the fuel is sucked into the pressurizing chamber 15 through the suction passage 19 by the rotation and the reciprocating motion of the plunger 14 and pressurized. And
The pressurized fuel is supplied to the fuel injection nozzle 18 through the distribution passage 16 and the delivery valve 17 and is injected into the engine.

In the middle of the suction passage 19 (communication passage between the fuel chamber 6 and the pressurizing chamber 15) in the pump housing 2,
A fuel cut valve (FCV) 20 is provided. The fuel cut valve 20 moves the valve body 21 in the opening direction against the urging force of the spring 47 by energizing (turning on) the coil 22 to allow the fuel to be sucked from the fuel chamber 6 into the pressurizing chamber 15. . When the coil 22 is not energized (turned off), the urging force of the spring 47 moves the valve body 21 in the closing direction to stop the intake of fuel.

Further, a spill passage 23 for communicating the fuel chamber 6 and the pressurizing chamber 15 is formed in the pump housing 2, and an electromagnetic spill valve 24 is arranged in the middle of the spill passage 23. The electromagnetic spill valve 24 includes a coil 26
When the power is not supplied (off), the valve body 25 is moved in the opening direction by the urging force of the spring 27 to spill the fuel in the pressurizing chamber 15 to the fuel chamber 6 through the spill passage 23. or,
The electromagnetic spill valve 24 moves the valve body 25 in the closing direction against the urging force of the spring 27 by energizing (turning on) the coil 26, and stops spilling fuel from the pressurizing chamber 15 to the fuel chamber 6. .

Further, a hydraulic timer 28 is provided below the pump.
(Shown in FIG. 1 by being expanded by 90 degrees). The timer 28 is operated by the fuel pressure in the fuel chamber 6, and a timer piston 29 disposed in a timer housing 41 is connected to the roller ring 9 via a slide pin 30. In the timer housing 41, the fuel pressurized by the feed pump 5 is introduced into the high-pressure chamber. Then, due to the balance between the fuel pressure in the high-pressure chamber 42 and the spring force of the timer spring 31 provided on the low-pressure chamber 43 side, the timer piston 29 slides in the left-right direction in the drawing, and the roller ring 9 rotates.

The fuel pressure of the timer 28 is adjusted by a timer control valve (TCV) 44. That is,
In the timer housing 41, the high pressure chamber 42 and the low pressure chamber 4
3 is communicated by a communication passage 45, and the high-pressure chamber 42
The fuel pressure inside is adjusted. And, the timer control valve 44
The position of the timer piston 29 is adjusted in accordance with the adjustment of the fuel pressure in the high-pressure chamber 42 due to the above. Then, the lift timing of the plunger 14 is adjusted according to the rotation of the roller ring 9, and the fuel injection timing is controlled. It should be noted that the longer the drive (ON) time of the timer control valve 44, that is, the larger the command duty ratio signal, the more the fuel injection timing is controlled to the retard side, and the shorter the drive (ON) time, that is, the command duty ratio signal. Is smaller, the fuel injection timing is controlled to be advanced.

The fuel chamber 6 in the pump housing 2 is provided with a rotation speed sensor 32 composed of an electromagnetic pickup coil. The rotation speed sensor 32 detects passage of a tooth provided on an outer peripheral portion of the pulser 35. Since the rotational speed sensor 35 is integrated with the roller ring 9, the rotational speed sensor 35 outputs a reference timing signal to the plunger lift at a constant timing regardless of the control operation of the timer 28.

The drive pulley 4 fixed to the drive shaft 3 is provided with a reference position sensor 33 composed of an electromagnetic pickup coil. The reference position sensor 33 detects passage of protrusions (four protrusions at every 90 °) corresponding to the number of cylinders formed on the inner peripheral surface of the drive pulley 4.

Further, the accelerator pedal 34 is provided with an accelerator position sensor 35 for applying an electric signal in accordance with the amount of depression of the pedal. A water temperature sensor 36 for detecting the temperature of the circulating cooling water is provided in a cylinder block (not shown) of the diesel engine. An intake pipe (not shown) of the diesel engine is provided with an intake air temperature sensor 37 for detecting the temperature of the intake air and an intake pressure sensor 38 for detecting the pressure of the intake air. In addition, a shift switching device (not shown) is provided with a shift position sensor 39 for detecting a shift lever position.

Electronic control unit (hereinafter referred to as ECU) 40
Is constituted by a CPU, a memory, an input / output interface, and the like (not shown). The ECU 40 includes an accelerator position sensor 35, a water temperature sensor 36, and an intake air temperature sensor 3.
7, an intake pressure sensor 38 and a shift position sensor 39 are connected, and the ECU 40 detects an accelerator opening, a coolant temperature, an intake air temperature, an intake pressure, and a shift lever position based on input signals from these sensors. Also, the ECU 40
The ECU 40 detects an engine speed Ne based on an input signal of the speed sensor 32.

In this embodiment, the operating state detecting means is constituted by the rotation speed sensor 32 and the like. Also, ECU
40 constitutes first fuel injection timing control means, valve closing lock detection means, locked fuel cut execution means, and second fuel injection timing control means.

Next, the operation of the fuel injection control device configured as described above will be described. FIG. 2 shows a fuel injection timing control routine in the present embodiment, which is executed by the ECU 40 at predetermined intervals.

In FIG. 2, the ECU 40 first inputs operation state data of the diesel engine in step 100. Specifically, the ECU 40 inputs a rotation speed pulse signal detected by the rotation speed sensor 32, a reference position pulse signal detected by the reference position sensor 33, an accelerator opening signal detected by the accelerator position sensor 35, and the like. .

Next, at step 101, the ECU 40 determines whether or not the electromagnetic spill valve 24 is in a closed valve lock state. This valve closing lock determination is performed, for example, as follows. The ECU 40 determines whether the electromagnetic spill valve 24 is closed based on the engine speed Ne when the accelerator opening is “0” and the shift position is in the neutral position. At this time, if the valve body 25 of the electromagnetic spill valve 24
If the stick is locked to the valve closing side, the electromagnetic spill valve 24 cannot spill fuel from the pressurizing chamber 15 to the fuel chamber 6, and the fuel is in a state of being completely discharged. Therefore, the engine speed Ne sharply rises due to the fuel injection. Therefore, the ECU 40 compares the engine speed Ne with a predetermined threshold value A, and determines that the electromagnetic spill valve 24 has been closed and locked if Ne ≧ A.

As described above, the ECU 40 determines in step 101
As a result of the determination of the valve closing lock of the electromagnetic spill valve 24,
If it is determined that the electromagnetic spill valve 24 is not in the valve-closed lock state and is operating normally, the routine proceeds to step 102, where the target fuel injection timing TA is calculated. The target fuel injection timing TA is calculated according to the timer advance amount calculated from the map of FIG. In FIG. 3, a characteristic line Lmax at the time when the accelerator opening Ap is maximum,
An area (shown by oblique lines) between the accelerator opening Ap and the characteristic line Lmin at the time of the minimum is defined as an actual use area, and one characteristic line L in the actual use area is used.
The timer advance amount is calculated according to the (load) and the engine speed Ne. According to FIG. 3, the timer advance amount is set to a larger value as the accelerator opening Ap increases or the engine speed Ne increases.

Next, the ECU 40 proceeds from step 102 to step 103 and calculates the actual fuel injection timing Tact. The actual fuel injection timing Tact is determined by the rotation speed pulse signal detected by the rotation speed sensor 32 and the reference position sensor 3.
3 is calculated from the phase interval with the reference position pulse signal detected.

Subsequently, the ECU 40 calculates a deviation Terr (= Tact−TA) between the target fuel injection timing TA and the actual fuel injection timing Tact in step 104, and the deviation Terr is a positive value in step 105. It is determined whether or not. That is, the ECU 40 determines in step 105 whether the target fuel injection timing TA is greater than the actual fuel injection timing Tact. Then, the deviation Terr is a positive value (Terr>
If 0), the ECU 40 proceeds from step 105 to step 106, and extends the on-time of the drive signal to the timer control valve 44. That is, when the deviation Terr is a positive value, the command duty ratio signal of the timer control valve 44 is increased by a predetermined amount to adjust the fuel injection timing to the retard side.

On the other hand, at step 105, the condition is not satisfied (T
If err ≦ 0), the routine proceeds to step 107, where it is determined whether the deviation Terr is a negative value. If the deviation Terr is a negative value (Terr <0), step 10
8, the ON time of the drive signal to the timer control valve 44 is reduced. That is, when the deviation Terr is a negative value, the command duty ratio signal of the timer control valve 44 is reduced by a predetermined amount to adjust the fuel injection timing to the advanced side.

If both Step 105 and Step 107 are not satisfied, that is, if the deviation Terr becomes "0" and the target fuel injection timing TA matches the actual fuel injection timing Tact, the current The routine ends without increasing or decreasing the command duty ratio signal.

As described above, when the electromagnetic spill valve 24 is not closed and locked, the ECU 40 performs the feedback control so that the deviation Terr between the target fuel injection timing TA and the actual fuel injection timing Tact disappears. Adjust the fuel injection timing.

On the other hand, when it is detected in step 101 that the electromagnetic spill valve 24 is closed, the ECU 40 proceeds to step 109 and drives the fuel cut valve 20 to close the suction passage 19. This fuel cut is performed as a so-called fail-safe function, and the supply of fuel from the fuel chamber 6 to the pressurizing chamber 15 is stopped by the fuel cut.

Subsequently, the ECU 40 proceeds from step 109 to step 110, calculates the target injection timing at the time of fuel cut, and sets the value as the target fuel injection timing TA. The target fuel injection timing TA in step 110 is set according to the timer advance amount calculated from the engine speed Ne at that time using the map of FIG. Note that the characteristic line Lmax in FIG. 4 is the same as the characteristic line Lmax on the maximum advance angle side of the actual use area (shown by oblique lines) in the map in FIG. Therefore, the timer advance amount calculated in FIG. 4 is always set to the maximum advance angle in the actual use area, and is set to an advance side of the target fuel injection timing TA calculated in step 102. You.

Thereafter, the ECU 40 proceeds to step 10
Then, the same feedback control as described above is performed. As described above, when the electromagnetic spill valve 24 is closed and locked, the target fuel injection timing TA is controlled so as to be the most advanced angle in the actual use area.

As described in detail above, in the fuel injection control apparatus for a diesel engine according to the present embodiment, the electromagnetic spill valve 24
Is detected, the fuel cut valve 20 performs fuel cut. Then, at this time, the timer control valve 44 is controlled so as to have the maximum advance angle in the actual use area.

With this configuration, the amount of advance of the timer when the electromagnetic spill valve 24 is closed is controlled in a region (characteristic line Lmax) where there is a margin away from the region where fuel cut is not possible (see FIG. 5). Cut can be made. As a result, it is possible to suppress a rapid increase in the engine speed Ne when the electromagnetic spill valve 24 is locked to close the valve, and to prevent runaway of the vehicle. Further, since the characteristic line Lmax is set away from the region (the most advanced angle) where the command duty ratio signal is 0%, the load on the diesel engine can be suppressed, and the engine can be protected. .

The present invention is not limited to the above-described embodiment. For example, when the electromagnetic spill valve 24 is closed and locked, the command duty ratio signal of the timer control valve 44 is set to a fixed value outside the fuel cut impossible region. (Indicated by L1 in FIG. 5)
It may be.

[0040]

According to the present invention, when the spill valve of the fuel injection pump is closed and locked, an excellent effect that the fuel cut can be reliably performed is exhibited.

[Brief description of the drawings]

FIG. 1 is a diagram schematically illustrating a fuel injection control device for a diesel engine according to an embodiment.

FIG. 2 is a flowchart.

FIG. 3 is a diagram for setting a timer advance amount in a normal state.

FIG. 4 is a diagram for setting a timer advance amount during valve closing lock.

FIG. 5 is a diagram showing timer characteristics.

FIG. 6 is a diagram corresponding to claims.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Fuel injection pump 14 ... Plunger 15 ... Pressurizing chamber 18 ... Fuel injection nozzle 19 ... Suction passage 20 ... Fuel cut valve 24 ... Electromagnetic spill valve 28 ... Timer 29 ... Timer piston 32 ... Rotation speed sensor as operating state detecting means 34: accelerator pedal 35: accelerator position sensor as operating state detecting means 40: ECU as first fuel injection timing controlling means, valve closing lock detecting means, locked fuel cut executing means, second fuel injection timing controlling means

────────────────────────────────────────────────── ─── Continuing from the front page (72) Inventor Yasunori Asakawa 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Denso Co., Ltd. (56) References US Patent 5048488 (US, A) (58) Fields investigated (Int .Cl. ⁷ , DB name) F02M 41/12 350 F02M 41/12 370 F02M 41/12 320 F02M 63/00

Claims (3)

(57) [Claims] 1. A reciprocating movement of a plunger accompanying rotation of a diesel engine draws fuel into a pressurizing chamber through a fuel suction passage, pressurizes fuel in the pressurizing chamber, and supplies the pressurized fuel to each fuel injection nozzle. A distribution type fuel injection pump configured to distribute the fuel, a spill valve provided in the fuel injection pump, and spilling pressurized fuel to the fuel injection nozzle by a valve opening operation to adjust a fuel injection amount; Controlling the reciprocating timing of the plunger by changing the position of a piston slid by hydraulic pressure provided on the pump to control the fuel injection timing of the fuel injection pump to the advance side or the retard side A timer control valve that adjusts the hydraulic pressure to the piston in the timer; and a fuel supply to the pressurizing chamber provided in the fuel suction passage by a valve closing operation. A fuel cut valve for stopping, operating condition detecting means for detecting operating conditions of the diesel engine including at least engine speed, before Symbol timer control according to the operating condition of the diesel engine detected by said operating condition-detecting means Control valve
Control the timer control valve to the closed side to advance the fuel injection timing.
On the other hand, the timer control valve is
A fuel injection control device for a diesel engine, comprising: first fuel injection timing control means for delaying a period; a valve closing lock detecting means for detecting a valve closing lock of the spill valve; and a valve closing lock detecting means. When the closing lock of the spill valve is detected, the fuel cut is performed by the lock-time fuel cut execution unit that cuts the fuel by the fuel cut valve, and the fuel is cut by the lock-time fuel cut execution unit.
That case, the pressurizing said timer is controlled excessively retard side
High pressure fuel from the pressure chamber causes malfunction of the fuel cut valve
The fuel cut-off area, which is the amount of timer advance ,
Further comprising a second fuel injection timing control means for controlling said timer control valve between the control valve in the advance region that deviates from the most advanced angle a timer advance amount when the fully closed state Characteristic fuel injection control device for diesel engines. 2. A plan accompanying the rotation of a diesel engine
The reciprocation of the jaws causes the fuel
Inhale the fuel and pressurize the fuel in the pressurized chamber,
Distribution that distributes pressurized fuel to each fuel injection nozzle
Type fuel injection pump and the fuel injection pump.
Spill pressurized fuel to the fuel injection nozzle to adjust the fuel injection amount
Spill valve, which is provided on the fuel injection pump and is slid by hydraulic pressure.
By changing the position of the piston, the plunge
The reciprocating timing of the fuel injection pump is changed to
A timer for controlling the injection timing to be advanced or retarded, and adjusting the hydraulic pressure to the piston in the timer.
A timer control valve of a duty drive type , provided in the fuel intake passage, and pressurized by a valve closing operation.
A fuel cut valve for stopping fuel supply to the chamber, and the diesel engine including at least an engine speed.
Operating state detecting means for detecting an operating state of the diesel engine, and the diesel engine detected by the operating state detecting means.
Controls the timer control valve according to the operating state of the engine
And reduce the control duty ratio to the timer control valve to reduce
While the fuel injection timing is advanced, the control data to the timer control valve is
The first to increase the duty ratio and retard the fuel injection timing
Engine provided with fuel injection timing control means
In the fuel injection control device, the valve closing lock detecting means for detecting the valve closing lock of the spill valve.
And the valve closing lock of the spill valve is detected by the valve closing lock detecting means.
When detected, the fuel is cut by the fuel cut valve.
And locking the fuel cut executing means that is a fuel cut by the lock during fuel cut means
If the timer is excessively retarded, the timer
High pressure fuel from the pressure chamber causes malfunction of the fuel cut valve
The fuel cut-off area, which is the amount of timer advance,
Timer advance when the control duty ratio to the control valve is set to 0
The timer is set in an advanced angle region deviating from the most advanced angle, which is an angular amount.
Second fuel injection timing control means for controlling the control valve.
Fuel injection control for diesel engines
apparatus. 3. The fuel injection timing control means according to claim 1, wherein
Timer advance from minimum to maximum possible engine load
The timer control valve is controlled in an actual use region of the angular amount, and the second fuel injection timing is controlled by the second fuel injection timing control unit.
Set the advance range of the timer control valve to the maximum advance in the actual use range.
3. The D-type according to claim 1, wherein the angle is a timer advance amount.
Fuel injection control device for Zell engine.