JP3624613B2 - Fuel injection timing control device for diesel engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an improvement in a fuel injection timing control device for a diesel engine when a vehicle is started or shifted.
[0002]
[Prior art]
In an automobile engine or the like, for example, as shown in FIG. 27, the target fuel injection timing IT is precisely controlled according to the engine speed and the engine load, so that NOx and exhaust gas which are harmful components in the exhaust gas are exhausted. Some control the emission of fine particles, HC, CO, and the like.
[0003]
In addition, control is performed to increase the generated torque of the engine by advancing the target fuel injection timing IT during vehicle acceleration.
[0004]
[Problems to be solved by the invention]
However, in a device that operates an actuator that adjusts the fuel injection timing by the fuel pressure generated in the fuel injection pump chamber, it takes a certain amount of time to switch the fuel injection timing, and the vehicle has sufficient responsiveness when accelerating the vehicle. There is a problem that it cannot be obtained.
[0005]
In response to this, Japanese Patent Application Laid-Open No. Sho 60-104745 discloses a combination of a quick-response fuel injection timing control device and a slow-response fuel injection timing control device to control injection timing during transient operation. It comes to improve.
[0006]
However, with this device, the structure becomes complicated, and there is a step in the engine generated torque when switching between fuel injection timing control devices with different responsiveness, or hunting is likely to occur due to quick fuel injection timing control. Can be considered.
[0007]
In response to this, the one disclosed in Japanese Patent Laid-Open No. 1-163442 is adapted to determine the rapid acceleration from the speed at which the accelerator pedal is depressed, and to advance the fuel injection timing at the rapid acceleration. .
[0008]
However, in this apparatus, for example, there is a problem that the fuel injection timing cannot be advanced under an operating condition in which the engine speed and the load change suddenly due to a shift operation such as a shift up or down of the transmission.
[0009]
Japanese Patent Application Laid-Open No. 57-35130 detects the gear position of the transmission, corrects the target fuel injection timing when the gear position is changed, and delays the injection timing control during transient operation. Is to compensate.
[0010]
However, even in this device, since the injection timing is corrected and controlled after shifting, not only the response delay of the injection timing control increases as described above, but also the responsiveness of the injection timing control changes according to the engine speed and the load. As shown in FIG. 25, there is a possibility that the exhaust performance deteriorates or a knocking sound is generated.
[0011]
In addition, an actuator that adjusts the fuel injection timing is activated by the fuel pressure generated in the fuel injection pump chamber, the fuel pressure in the pump chamber varies with the engine speed, and the pump load varies with the fuel injection amount, and the actuator Since the load increases and decreases, as shown in FIG. 26, the control time constant of the actuator changes according to the engine speed and the load.
[0012]
The present invention has been made in view of the above-described problems, and an object of the present invention is to improve responsiveness at the time of starting or shifting of a vehicle in a fuel injection timing control device for a diesel engine.
[0013]
[Means for Solving the Problems]
The fuel injection timing control device for a diesel engine according to claim 1 includes an engine speed detecting means for detecting the engine speed, an engine load detecting means for detecting the engine load, and a fuel according to the engine speed and the engine load. In a vehicle comprising a fuel injection timing control means for controlling the injection timing and a transmission for changing the transmission gear ratio of the rotational speed transmitted from the engine to the wheels, an operating condition determining means for detecting the shift time, and the engine rotational speed after the shift And a post-shift rotational load predicting means for predicting the engine load, a target fuel injection timing calculating means for calculating the target fuel injection timing after the shift according to the engine speed after the shift and the predicted value of the engine load, and before the shift is completed And a fuel injection timing correction means for advancing the command value of the fuel injection timing from the target fuel injection timing after the shift.
[0014]
According to a second aspect of the present invention, there is provided a fuel injection timing control device for a diesel engine, comprising: an accelerator opening detecting means for detecting an accelerator opening; a vehicle speed detecting means for detecting a vehicle speed; and the transmission of the transmission according to the accelerator opening and the vehicle speed. In a vehicle including an automatic transmission that includes a transmission ratio control unit that controls a transmission ratio, the fuel injection timing correction unit according to claim 1 inputs a transmission ratio control signal and the fuel before the shift of the transmission is completed. The command value of the injection timing is advanced from the target fuel injection timing after the shift.
[0015]
The fuel injection timing control device for a diesel engine according to claim 3 is a vehicle including a clutch for intermittently rotating torque transmitted from the engine to the transmission, and a transmission for manually changing a gear ratio. The fuel injection timing correcting means advances the command value of the fuel injection timing from the target fuel injection timing after the shift before the clutch is engaged as the gear ratio is changed with the clutch disconnected. did.
[0016]
According to a fourth aspect of the present invention, there is provided a fuel injection timing control device for a diesel engine, wherein the fuel injection timing correcting means according to any one of the first to third aspects is configured to predict an engine speed and engine load after a shift. The time constant is calculated accordingly, and the injection timing command value is advanced so as to compensate for the delay in the injection timing according to the time constant.
[0018]
Claim5The fuel injection timing control device for a diesel engine according to claim 1 is from4In the invention described in any one of the above, a fuel pump that is driven in synchronization with engine rotation and an actuator that adjusts the fuel injection timing by the fuel pressure sent from the fuel pump are provided.
[0019]
Operation and effect of the invention
2. The fuel injection timing control device for a diesel engine according to claim 1, wherein the engine speed and the engine load after the shift are predicted, and the target fuel injection after the shift is performed according to the predicted engine speed and the engine load after the shift. The timing is calculated, and the command value of the fuel injection timing is advanced from the target fuel injection timing after the shift before the shift is completed.
[0020]
Thereby, the response delay of the injection timing control after the shift is reduced, the acceleration performance after the shift can be improved, and the exhaust performance can be improved.
[0021]
3. The fuel injection timing control device for a diesel engine according to claim 2, wherein in a vehicle equipped with an automatic transmission, the command value of the fuel injection timing is changed after the gear ratio control signal is input and the shift of the transmission is completed. Advance from the target fuel injection timing.
[0022]
Thereby, the response delay of the injection timing control after the shift is reduced, the acceleration performance after the shift can be improved, and the exhaust performance can be improved.
[0023]
4. The fuel injection timing control device for a diesel engine according to claim 3, wherein in a vehicle having a manual transmission, the fuel is released before the clutch is connected as the gear ratio is changed in a state where the clutch is released. The injection timing command value is advanced from the target fuel injection timing after shifting.
[0024]
Thereby, the response delay of the injection timing control after the shift is reduced, the acceleration performance after the shift can be improved, and the exhaust performance can be improved.
[0025]
5. The fuel injection timing control device for a diesel engine according to claim 4, wherein a time constant is calculated according to the predicted engine speed after shifting and the engine load, and the injection timing delay is compensated according to the time constant. Advance the injection timing command value.
[0026]
Thereby, the responsiveness of the injection timing control after the shift is increased, and it is possible to prevent the exhaust performance from deteriorating and the occurrence of knocking noise.
[0029]
Claim5In the fuel injection timing control device for a diesel engine described in 1, the actuator that operates by the fuel pressure sent from the fuel pump needs a certain amount of time until the fuel injection timing is adjusted after the command value of the fuel injection timing is sent. Therefore, the response delay of the injection timing control can be reduced by advancing the command value of the fuel injection timing from the target fuel injection timing in advance before the operating condition changes.
[0030]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[0031]
As shown in FIG. 1, in the distribution type fuel injection pump 50 provided in the diesel engine, the fuel is sucked by the feed pump 53 driven by the drive shaft 52, and the fuel supplied from the feed pump 53 to the pump chamber 55 is It is sent to the high pressure plunger pump 57 through the suction port 56.
[0032]
The plunger 58 of the plunger pump 57 is rotationally driven by the drive shaft 52 via the joint 79 in synchronization with the engine rotation at a speed that is ½ of the engine speed.
[0033]
The cam disk 59 fixed to the plunger 58 has the same number of face cams as the number of cylinders of the engine. Each time the roller 62 disposed on the roller ring 61 is moved while rotating, the plunger 58 is moved against the spring 69. Reciprocates by a predetermined cam lift. By the reciprocating motion of the plunger 58, the fuel sucked into the plunger high-pressure chamber 54 from the suction port 56 through the suction slit carved in the plunger 58 passes through the delivery valve 64 from the distribution port 63 and the injection nozzle (not shown) of each cylinder. To 77.
[0034]
When the plunger 58 moves to the right side in the drawing and pumps fuel from the plunger high pressure chamber 54 to the distribution port 63 through the distribution slit, the opening of the cut-off port exceeds the right end portion of the control sleeve 66 in the drawing. The fuel that has been pumped is released to the low-pressure pump chamber 5.
[0035]
The fuel injection amount is determined by the position of the control sleeve 66 that opens and closes the cutoff port formed in the plunger 58. That is, if the control sleeve 66 is displaced to the right side in the figure, the fuel injection timing is delayed and the fuel injection amount is increased, and if it is displaced to the left side in the figure, the fuel injection timing is advanced and the fuel injection amount is reduced.
[0036]
A rotary solenoid 71 is provided as an electronically controlled governor that automatically adjusts the position of the control sleeve 66. The rotary solenoid 71 rotates the rotor 72 and linearly moves the control sleeve 66 via a ball eccentrically provided at the tip thereof.
[0037]
The fuel injection timing is adjusted by rotating the face cam relative to the roller 62 via the roller ring 61 by the timer piston 75.
[0038]
As shown in FIG. 2, a low pressure chamber 85 and a high pressure chamber 86 are defined at both ends of the Tashimer piston 75, and a hydraulic pressure difference acting on both ends of the timer histone 75 is adjusted via a timing control valve 76. As a result, the timer piston 75 is moved to rotate the roller ring 61, and the timing when the face cam rides on the roller 62 is changed.
[0039]
A control unit 70 provided as control means for the rotary solenoid 71 and the timing control valve 76 sets the control voltage of the rotary solenoid 71 as map information in advance, and a signal from the starter switch 80 and an accelerator detected by the accelerator opening sensor 81. The opening Acc, the engine speed Ne detected by the pump speed sensor 82, the engine water temperature Tw detected by the water temperature sensor 83, the valve opening timing of the injection nozzle 77 detected by the nozzle lift sensor 84, and the like are input. An appropriate fuel injection amount and fuel injection timing are calculated according to the detected operating conditions, and the calculated fuel injection amount is converted into a control voltage for the rotary solenoid 71 and output, and the calculated fuel injection timing is timingd. Du of control valve 76 And outputs it as a tea signal. In the figure, reference numeral 65 denotes a fuel temperature sensor.
[0040]
As shown in FIG. 3, the output shaft of the diesel engine 1 is connected to the input shaft of the automatic transmission 3 via the torque converter 31. The propeller shaft 4 is connected to the output shaft of the automatic transmission 3, and the rotational force of the engine 1 is transmitted from the propeller shaft 4 to the left and right wheels 6 via the differential gear and the drive shaft.
[0041]
The automatic transmission 3 has a planetary gear mechanism composed of four forward speeds and one reverse speed, and the gear position is switched by a signal output from the control unit 9 to the shift command valve.
[0042]
As shown in FIG. 4, a solenoid valve 42 for operating the first-speed engagement brake B1, a solenoid valve 41 for operating the second-speed engagement brake C, and a reverse shift as actuators for controlling the hydraulic circuit for switching the gear ratio of the planetary gear. And a solenoid valve 43 for actuating a brake B2.
[0043]
In FIG. 3, 7 is an accelerator pedal, and 8 is a brake pedal. As the brake pedal 8 is depressed by the driver, the brake 5 is actuated to brake the vehicle.
[0044]
The control unit 9 inputs detection signals from the opening sensor 81 of the accelerator pedal 7, the brake switch 14 that detects whether or not the brake pedal is depressed, the rotational speed sensor 80 of the engine 1, the vehicle speed sensor 16, and the like. A signal from the control unit 70 is input, and a control signal for the transmission 3 is output.
[0045]
As shown in FIG. 5, the control unit 70 receives an engine load signal, a shift signal, a brake signal, an engine speed signal, a drive shaft speed signal, etc., and detects an operating condition determining means for detecting when starting or shifting. 21 is provided.
[0046]
The post-shift speed ratio predicting unit 22 predicts the speed ratio after the shift, and the post-shift rotational load predicting unit 23 predicts the engine speed and the engine load from the post-shift speed ratio.
[0047]
On the other hand, the correction value search means 24 at the time of rapid acceleration searches for a correction value of the fuel injection timing required at the time of sudden acceleration, and the target fuel injection timing search means 25 searches for the value after the shift from the engine speed and engine load after the shift. The target fuel injection timing is searched, and the command value of the fuel injection timing is advanced from the target fuel injection timing after the shift before the shift is completed.
[0048]
The timer time constant search means 26 searches for the timer time constant according to the predicted engine speed after the shift and the engine load, and the delay prediction advance processing means 27 corresponds to the searched timer time constant, for example, FIG. As shown, the command value of the injection timing is calculated so as to compensate for the delay of the injection timing, and the target fuel injection timing means 28 outputs the final target fuel injection timing.
[0049]
The flowchart of FIG. 7 shows a routine for calculating the fuel injection amount Qsol, which is executed by the control unit 70 at regular intervals.
[0050]
This will be described. First, at Step 1, the engine speed Ne and the control lever opening CL of the fuel injection pump 50 are read.
[0051]
Subsequently, the routine proceeds to Step 2, where the basic fuel injection amount Mqdrv is searched according to the engine speed Ne and the control lever opening CL based on the map shown in FIG.
[0052]
Subsequently, proceeding to Step 3, various corrections such as the engine water temperature are performed on the basic fuel injection amount Mqdrv, and the fuel injection amount Qsol is obtained.
[0053]
Subsequently, the routine proceeds to Step 4, where the maximum fuel injection amount Qsol1MAX is searched according to the engine speed Ne and the boost pressure Pm based on the map shown in FIG. 9, so that the fuel injection amount Qsol does not exceed the maximum fuel injection amount Qsol1MAX. Limited.
[0054]
The flowchart of FIG. 10 shows a routine for controlling the shift of the transmission 3 and is executed by the control unit 9 at regular intervals.
[0055]
To explain this, first, at Step 1, the vehicle speed VSP and the accelerator opening TVO are read.
[0056]
Subsequently, the process proceeds to Step 2, and the required shift speed is searched according to the vehicle speed VSP and the accelerator opening TVO based on the map shown in FIG.
[0057]
Subsequently, the process proceeds to Step 3, and it is determined whether or not the current shift speed is different from the required shift speed.
[0058]
If it is determined that the gear is being shifted, the process proceeds to Step 4 to search for the shift waiting time Tsoldly according to the driving condition based on a preset map.
[0059]
Subsequently, the process proceeds to Step 5 to output a signal for controlling the operation of the solenoid valves 41, 42, 43, etc. at a predetermined timing.
[0060]
The flowchart of FIG. 12 shows a routine for determining the operating condition, and is executed by the control unit 9 at regular intervals.
[0061]
To explain this, first, at Step 2, a detection signal, a shift signal, and a brake signal of the engine speed Ne and the drive shaft speed Nd are read.
[0062]
When the brake switch is switched from ON to OFF and the vehicle speed (Nd) is 0, the process proceeds from Step 3 to Step 7, and a start flag is set.
[0063]
When the increase dQ per cycle in the fuel injection amount is larger than the predetermined value DT or the increase dNe per cycle in the engine speed is larger than the predetermined value DN, the process proceeds from Step 4 to Step 8, and the rapid acceleration / deceleration flag Stand up.
[0064]
When the target shift solenoid signal SOLT is changed from the previous shift gear, the process proceeds from Step 5 to Step 9, and a shift flag is set.
[0065]
If none of these apply, go from Step 6 to Step 10 to set a steady flag.
[0066]
The flowchart of FIG. 13 shows a routine for calculating the target gear ratio, which is executed by the control unit 9 at regular intervals.
[0067]
This will be described. First, at Step 1, the target shift solenoid signal SOLT is read.
[0068]
Subsequently, the routine proceeds to Step 2, where a gear ratio according to the target gear shift solenoid signal SOLT is calculated, and this routine is terminated.
[0069]
The flowchart of FIG. 14 shows a routine for calculating the engine speed and the fuel injection amount after shifting, and is executed by the control unit 9 at regular intervals.
[0070]
This will be described. First, at Step 1, the detection signal of the drive shaft rotational speed Nd and the shift signal i are read.
[0071]
Subsequently, the process proceeds to Step 2 where the output shaft rotational speed Nt_Bf of the torque converter 31 before the shift is set to Nt_Bf = Nd × i._nCalculate as
[0072]
Subsequently, the process proceeds to Step 3, and the speed ratio e before the shift is calculated as e = Nt_Bf / Ne.
[0073]
Subsequently, the process proceeds to Step 4, and the capacity coefficient C is searched according to the gear ratio e based on a preset table shown in FIG. Then, the torque ratio t is searched according to the gear ratio e based on a preset table shown in FIG.
[0074]
Then, it progresses to Step5 and drive shaft torque Tt is set to Tt = CxNe.²/ T is calculated.
[0075]
Subsequently, the process proceeds to Step 6 where the output shaft rotational speed Nt_Af of the torque converter 31 after the shift is set to Nt_Af = Nd ×_{in ± k}Calculate as
[0076]
Subsequently, the process proceeds to Step 7, and the post-shift speed ratio e is calculated as e = Nt_Af / Ne.
[0077]
Subsequently, the process proceeds to Step 8, and the capacity coefficient C is searched according to the gear ratio e based on the preset table shown in FIG. Then, the torque ratio t is searched according to the gear ratio e based on a preset table shown in FIG.
[0078]
Subsequently, the routine proceeds to Step 9, where the engine speed Ne_Af after the shift is changed to Ne_Af = [Tt / (c × t)].^1/2Calculate as
[0079]
Then, it progresses to Step10 and engine torque Te is set to Te = C * Ne.²Calculate as
[0080]
Subsequently, the routine proceeds to Step 11, where the fuel injection amount Qsol_af is searched according to the engine speed Ne_Af and the engine torque Te after the shift based on the preset map shown in FIG. 17, and this routine is ended.
[0081]
The flowchart of FIG. 18 shows a routine for calculating the target injection timing ITsol0, which is executed by the control unit 70 at regular intervals.
[0082]
Explaining this, if it is after the complete explosion determination of the engine 1 and the needle valve lift signal of the fuel injection nozzle is output, the process proceeds to Step 1, and the target fuel injection timing ITnl is searched from the engine speed Ne and the fuel injection amount Qsol. To do.
[0083]
If it is after the complete explosion determination of the engine 1 and the needle valve lift signal of the fuel injection nozzle is not output, the process proceeds to Step 2, and the duty ratio Itp of the target timing control valve 76 is searched from the engine speed Ne and the fuel injection amount Qsol. .
[0084]
When the engine 1 has not completed the complete explosion determination, if the needle valve lift signal of the fuel injection nozzle is output, the process proceeds to Step 4 where the target fuel injection timing ITst is determined from the engine speed Ne and the engine coolant temperature. Search for nl.
[0085]
When the engine 1 does not have a complete explosion judgment and the needle valve lift signal of the fuel injection nozzle is not output, the process proceeds to Step 5, and the target timing control valve duty ratio ITst_tp is searched from the engine speed Ne and the engine coolant temperature. To do.
[0086]
In Step 3 and Step 6, the signals of the target fuel injection timing and the target timing control valve duty ratio are respectively switched according to the needle valve lift signal of the fuel injection nozzle.
[0087]
In Step 7, it is determined whether or not the engine is in the start mode, and the target fuel injection timing and target timing control valve duty ratio signals are switched.
[0088]
In Step 9, the needle valve lift signal is output. If feedback control is in progress, the process proceeds to Step 10. If the needle valve lift signal is not output, ITsol is output as ITa as an actuator command signal.
[0089]
In Step 10, after the advance processing for compensating for the delay of the actual injection timing shown in FIG. 21, the actual injection timing and the target injection timing are compared to determine the actuator command signal Ita by PID, and this routine is terminated.
[0090]
The flowchart of FIG. 19 shows a routine for calculating the target injection timing gain according to the operating conditions, and is executed by the control unit 70 at regular intervals.
[0091]
This will be described. First, at Step 1, the operating condition flag is read.
[0092]
When starting, the process proceeds to Step 2 to search for the target injection timing gain GKITST #.
[0093]
At the time of sudden acceleration, the process proceeds to Step 3, and the target injection timing gain GKITA is searched based on the map shown in FIG. 20 set in advance according to the engine speed.
[0094]
At the time of sudden deceleration, the routine proceeds to Step 4, where the target injection timing gain GKITD is searched based on the map shown in FIG. 21 preset according to the engine speed, and this routine is terminated.
[0095]
The flowchart of FIG. 22 shows a routine for calculating the time constant equivalent value (Tcit) of the injection timing according to the operating conditions, and is executed by the control unit 70 at regular intervals.
[0096]
This will be described. First, at Step 1, the engine speed Ne and the fuel injection amount Qsol are read.
[0097]
Subsequently, the routine proceeds to Step 2, where a time constant equivalent value Tcit of the injection timing is searched based on the map shown in FIG. 23 set in advance according to the engine speed Ne and the fuel injection amount Qsol, and this routine is ended.
[0098]
The flowchart of FIG. 24 shows a routine for performing a target injection timing delay and lead compensation process, which is executed by the control unit 70 at regular intervals.
[0099]
To explain this, first, at Step 1, the target injection timing ITsol0 and the actual injection timing ITist are read.
[0100]
Then, it progresses to Step2 and reads the correction gain GKIT according to the present operating condition. That is, the values set for starting, sudden acceleration, sudden deceleration, upshifting, downshifting, and steady state are read.
[0101]
Next, proceed to Step 3 and set ITdly = ITdly = ITist._n-1Calculated as x (1-Tcit) + ITsol * Tcit.
[0102]
Next, proceeding to Step 4, the target fuel injection timing ITsol is changed to ITsol = GKIT × ITsol−ITdly._n-1As a result, the advance processing for adding the target value by the amount of delay is performed, the target fuel injection timing ITsol is output, and this routine is terminated.
[0103]
In this way, by calculating the target fuel injection timing according to the engine speed and the predicted value of the engine load at the time of starting or shifting, the command value of the fuel injection timing is advanced from the target fuel injection timing before starting or shifting is completed. As shown in FIG. 25, the response delay of the injection timing control after starting or after shifting is reduced compared to the conventional device for correcting and controlling the injection timing, acceleration performance after shifting can be improved, and exhaust performance is improved. Can do.
[0104]
In another embodiment, in a vehicle including a clutch that intermittently transmits torque transmitted from the engine to the transmission and a transmission that manually switches the transmission gear position, the transmission ratio is changed with the clutch disconnected. Accordingly, the command value of the fuel injection timing may be advanced from the target fuel injection timing after the shift before the clutch is connected.
[0105]
Thereby, the response delay of the injection timing control after the shift is reduced, the acceleration performance after the shift can be improved, and the exhaust performance can be improved.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view of a fuel injection pump showing an embodiment of the present invention.
FIG. 2 is a sectional view of a timing control valve and the like.
FIG. 3 is a system diagram.
FIG. 4 is a configuration diagram of an actuator similarly provided in the transmission.
FIG. 5 is also a control block diagram.
FIG. 6 is a diagram similarly showing a control example of fuel injection timing.
FIG. 7 is a flowchart for calculating a fuel injection amount Qsol.
FIG. 8 is a map in which a basic fuel injection amount Mqdrv is similarly set.
FIG. 9 is a map in which a maximum fuel injection amount Qsol1MAX is set.
FIG. 10 is a flowchart for similarly performing a shift process.
FIG. 11 is a map in which gear positions are similarly set.
FIG. 12 is a map for determining operating conditions.
FIG. 13 is a map for similarly searching for a gear ratio.
FIG. 14 is a flowchart for calculating engine speed and load after shifting.
FIG. 15 is a table in which a capacity coefficient C is similarly set.
FIG. 16 is a table in which a torque ratio T is similarly set.
FIG. 17 is a table in which a fuel injection amount Qsol_af is similarly set.
FIG. 18 is a flowchart for calculating a fuel injection timing control actuator command signal ITa.
FIG. 19 is a flowchart for calculating a target injection timing gain.
FIG. 20 is a map in which a target injection timing gain GKITA at the time of sudden acceleration is set.
FIG. 21 is a map in which a target injection timing gain GKITD is also set.
FIG. 22 is a flowchart for calculating a time constant equivalent value Tcit of the injection timing.
FIG. 23 is a map in which a time constant equivalent value Tcit is also set.
FIG. 24 is a flowchart for performing a target injection timing delay and lead compensation process.
FIG. 25 is a diagram showing an example of control of fuel injection timing.
FIG. 26 is a diagram showing a relationship between an engine speed and a fuel injection timing control time constant.
FIG. 27 is a flowchart for calculating a fuel injection timing control actuator command signal ITa in the conventional example.
[Explanation of symbols]
1 Diesel engine
3 Automatic transmission
4 Propeller shaft
5 Brake
6 wheels
7 Accelerator pedal
8 Brake pedal
9 Transmission control unit
21 Operating condition discrimination means
22 Speed ratio prediction means after shifting
23 Post-shift rotational load prediction means
24 Rapid acceleration correction value search means
25 Target fuel injection timing search means
26 Timer time constant search means
27 Delay prediction advance processing means
28 Target fuel injection timing output means
50 Fuel injection pump
70 Engine control unit
76 Timing control valve

Claims (5)

An engine speed detecting means for detecting the engine speed;
Engine load detecting means for detecting engine load;
Fuel injection timing control means for controlling the fuel injection timing according to the engine speed and the engine load;
A transmission that changes the transmission gear ratio transmitted from the engine to the wheels;
In a vehicle comprising:
Driving condition determining means for detecting the time of shifting;
A post-shift rotational load predicting means for predicting the engine speed and engine load after the shift;
Target fuel injection timing calculating means for calculating the target fuel injection timing after the shift according to the engine speed after the shift and the predicted value of the engine load;
Fuel injection timing correction means for advancing the command value of the fuel injection timing from the target fuel injection timing after the shift before completion of the shift;
A fuel injection timing control device for a diesel engine, comprising: An accelerator opening detecting means for detecting the accelerator opening;
Vehicle speed detection means for detecting the vehicle speed;
Gear ratio control means for controlling the gear ratio of the transmission according to the accelerator opening and the vehicle speed,
The fuel injection timing correction means is configured to input a gear ratio control signal and advance the command value of the fuel injection timing from the target fuel injection timing after the shift before the transmission shift is completed.
The fuel injection timing control device for a diesel engine according to claim 1. A clutch that intermittently rotates the torque transmitted from the engine to the transmission;
A transmission for manually changing a gear ratio, and the fuel injection timing correction means is configured to change a command ratio of the fuel injection timing before the clutch is engaged when the gear ratio is changed with the clutch disconnected. Is configured to advance from the target fuel injection timing after shifting,
The fuel injection timing control device for a diesel engine according to claim 1. The fuel injection timing correction means calculates a time constant according to the predicted engine speed and engine load after the shift, and advances the command value of the injection timing so as to compensate for the delay of the injection timing according to the time constant. And
The fuel injection timing control device for a diesel engine according to any one of claims 1 to 3, wherein A fuel pump driven in synchronism with engine rotation;
An actuator for adjusting the fuel injection timing according to the fuel pressure sent from the fuel pump;
The fuel injection timing control device for a diesel engine according to any one of claims 1 to 4 , further comprising:

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