JPH0563623B2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an electronic control device for a diesel engine, and more specifically, the present invention relates to an electronic control device for a diesel engine. This invention relates to an electronic control device for a diesel engine that controls engine control variables such as fuel injection amount to a value corresponding to the operating state of the engine even when noise is superimposed on a detection signal from a rotation speed sensor. .

[Prior Art] Conventionally, a plurality of sensors for detecting the operating state of an engine are provided, and control variables for properly controlling the engine operation, such as fuel injection amount, are determined according to detection signals output from these sensors. Calculate,
There is an electronic control device for a diesel engine using a microcomputer that controls the engine according to the calculated control amount.

By the way, as one of the sensors used in this type of control device, there is a rotation speed sensor that outputs a signal at each predetermined crank angle of the engine and detects the engine rotation speed. The signal is set up around the engine,
For example, noise from actuators that generate large noises when driven, such as a starter motor for starting an engine or an air conditioner compressor, may be superimposed. In particular, for vehicles equipped with a general diesel engine, the rotation speed sensor is usually housed inside the fuel injection pump, and the starter motor's drive signal line runs near the rotation speed sensor. Noise generated when driving the starter motor is likely to be superimposed on the detection signal from the engine, and the engine rotation speed determined based on the pulse width of the detection signal or
The control variables, such as the fuel injection amount, which are determined as one parameter, do not correspond to the actual operating conditions, and problems such as poor startability tend to occur.

In other words, as can be seen from the time chart shown in Figure 2, when the drive of the starter motor is stopped, noise n is generated, which is superimposed on the detection signal SNe output from the rotation speed sensor shown in A, and as shown in B. The noise Pn is also superimposed on the detection signal PNe that has been shaped into a pulse signal through a waveform shaping circuit consisting of a comparator, etc. Therefore, the engine rotation speed Ne determined based on this detection signal PNe is larger than the actual engine rotation speed shown by the broken line, as shown in C, and the fuel injection amount τp determined based on the engine rotation speed Ne is ,
As shown in d, the engine speed Ne rises even though the engine is actually starting, and the fuel is reduced as it is judged that steady operation has started, resulting in poor starting performance. It becomes impossible to secure it. Note that the detection signal SNe (or PNe) shown in FIG.
and the detection signal SNe for the fuel injection amount τp.
(or PNe) is expressed as something that is immediately calculated according to the input value.

[Purpose of the Invention] Therefore, as described above, the present invention is aimed at preventing noise generated when the actuator installed around the engine is driven to be superimposed on the detection signal from the sensor, resulting in a detection signal that does not correspond to the actual operating state. By providing a diesel engine electronic control device that is not affected by noise and can perform good control corresponding to the actual operating conditions even when input is input, we are able to provide a diesel engine that is resistant to noise and can be operated at all times. The purpose is to enable good engine control.

[Configuration of the Invention] As shown in FIG. 1, the configuration of the present invention to achieve the above object includes a rotation speed sensor that outputs a detection signal according to the rotation of a diesel engine, and a rotation speed sensor that outputs a detection signal according to the rotation of the diesel engine. In an electronic control device for a diesel engine, which includes a control circuit that calculates a control amount of the engine as one parameter and is configured to control the engine based on the calculated control amount, the control circuit includes: the engine. A controlled variable that receives an activation signal and/or a stop signal of an actuator provided around the input signal, and controls the calculated controlled variable for a predetermined period of time after the input of the signal so that the controlled variable is the controlled variable determined before the input of the signal. An electronic control device for a diesel engine, characterized in that it is provided with a stopping means.

[Example] Hereinafter, an example of the present invention will be described based on the drawings.

First, FIG. 3 is a schematic diagram of a diesel engine equipped with the electronic control device of this embodiment.

In the figure, 1 represents a distribution type fuel injection pump, and a drive shaft 2 rotates together with the engine.
A feed pump 3 is driven by a feed pump 3 for sucking fuel, and a controlled amount of fuel is injected at controlled timing into each injection nozzle 2 of the engine body 20.
1 and a pump plunger 4. The drive shaft 2 is connected via a coupling to a cam plate 5 having a face cam, and the cam plate 5 is rotated by the drive shaft 2 and reciprocated by a roller that contacts the cam surface. Also pump plunger 4
is fitted into the cylinder 6 in the pump chamber, and its end is pressed against the cam plate 5 by the plunger spring 7, so that it rotates and reciprocates. Furthermore, the pump plunger 4 includes a suction port 4a for sucking fuel into the cylinder 6;
A spill port 4b that causes the fuel in the cylinder 6 to overflow when the compressed supply ends, and a distribution port 4c that distributes the compressed fuel to the distribution passage of the cylinder 6 are provided.

Next, 8 is a regulating valve that adjusts the fuel supply pressure of the feed pump 3, 9 is a hydraulic timer that controls the fuel injection timing by changing the angular position of the roller that contacts the cam surface of the cam plate 5, and 10 is from the pump chamber. This is a fuel cut valve installed in the supply path into the cylinder 6, and the oil pressure timer 9 is provided with a timing control valve 9a for adjusting the oil pressure and injection timing.

A spill ring 11 is slidably fitted around the outer circumference of the pump plunger 4 so as to close the spill port 4b, and its position is controlled by a linear solenoid 12.
The amount of fuel injection is controlled by controlling the amount of overflow at the end of the fuel pumping due to the reciprocating movement of the pump. 13 detects the position of the linear solenoid 12 and releases the spill ring 11.
a spill position sensor that outputs a position detection signal, 1
Reference numeral 4 denotes a pick-up coil type rotation speed sensor arranged opposite to the gear mounted on the drive shaft 2, and outputs a signal at every crank angle of 45 degrees, for example, according to the rotation of the drive shaft 2, that is, the engine rotation. do. 15 is a timer position sensor that detects the position of the timer piston in the hydraulic timer 9; 16;
is a delivery valve installed in the distribution passage of the cylinder 6, through which the fuel is force-fed to the injection nozzle 21 of the engine body 20. 2
Reference numeral 2 denotes an intake temperature sensor that is attached to the intake pipe and detects the temperature of intake air; 23 is an intake pressure sensor that is also attached to the intake pipe and detects the intake air pressure;
24 is a water temperature sensor that detects the cooling water temperature; 25 is an accelerator sensor that detects the opening degree of the accelerator; detection signals from each sensor are sent to a control circuit 30.

Further, 32 represents a battery, 33 a starter motor for starting the engine, 34 a relay switch for driving the starter motor, and 35 an ignition switch.
5 is the ignition position I/G or starter position
When operated by STA, the control circuit 30 gets battery 3.
2 is connected, the control circuit 30 is activated, and when the ignition switch 35 is operated to the starter position STA, the relay switch 3 is activated.
4 becomes conductive and the starter motor is driven, the activation/stoppage of the starter motor 33 can be detected as a starter signal.

Next, the configuration of the control circuit 30 will be explained using the block diagram shown in FIG. 4. The control circuit 30 is mainly configured with a microcomputer, and 41 is a CPU,
42 is a ROM that stores data maps for calculating the basic fuel injection amount in addition to predetermined control programs; 43 is a temporary memory RAM; a part of it is a constant voltage power supply that does not pass through the ignition switch 35; connected to the circuit and backed up,
It is a backup RAM that retains its memory contents even after the ignition switch 35 is turned off. 44
is an input/output port equipped with a multiplexer 45 and an A/D converter 46, which includes a water temperature sensor 24, an intake air temperature sensor 22, an intake pressure sensor 23, and an accelerator sensor
Analog detection signals detected from the circuit are inputted via a buffer circuit 47, and these detection signals are sequentially converted into digital signals as an alternative and inputted. Further, a signal indicating the position of the spill ring 11 detected by the spill position sensor 13 and a signal indicating the position of the timer piston of the hydraulic timer 9 detected by the timer position sensor 15 are also transmitted to each sensor signal detection circuit 48a. , 48b to the input/output port 44. 49a and 49b are sensor drive circuits that drive the spill position sensor 13 and timer position sensor 15, respectively. 50 is a clock circuit that outputs a clock signal, 51 is another input/output port, and a pulse signal corresponding to the rotation speed from the rotation speed sensor 14 is input to this input/output port 51 via a waveform shaping circuit 52. At the same time, a starter signal from the ignition switch 35 is input via the buffer 47, and a fuel cut signal is output from the input/output port 51 and sent to the fuel cut valve 10 via the drive circuit 53. Furthermore, from the input/output port 51, the CPU 4
Each control signal corresponding to the fuel injection amount and fuel injection timing determined based on the detection signals from the various sensors through the arithmetic processing in step 1 is transmitted to the D/A converter 54 or 55, the servo amplifier 56 or 57, and the drive circuit. The signal is outputted to the linear solenoid 12 or the timing control valve 9a through 58 or 59, respectively.

Next, the operation of the fuel injection pump will be explained.

First, when the engine starts, the fuel injection pump 1
The drive shaft 2 rotates, and the cam plate 5
The pump plunger 4, which is pressed against the cam plate 5, also rotates and reciprocates. At this time, the fuel sucked into the plunger from the suction port 4a is compressed by the reciprocating motion of the pump plunger 4, and the fuel is distributed under pressure from the distribution port 4c to each distribution passage by its rotation. At this time, the spill port 4b of the pump plunger 4 is blocked by the spill ring 11 during the suction stroke, but when the plunger enters the injection stroke and moves to the right and reaches the end of the injection stroke, the spill ring 11
The spill port 4b is exposed from the side of the pump plunger 4, and the high pressure fuel in the pump plunger 4 is returned to the pump chamber as overflow fuel. Therefore, the overflow amount of fuel is determined by the position of the spill ring 1 at this time, and since the end of the fuel injection stroke can be determined, a control signal is output to the linear solenoid 12 to control the position of the spill ring 11. The amount of fuel injection can be controlled by

As explained above, the control circuit 30 calculates the fuel injection amount, fuel injection timing, etc. according to the operating state of the engine based on the detection signals output from each of the above-mentioned sensors, and outputs a control signal according to the control amount. Control is executed to output the signal to the linear solenoid 12, timing control valve 9a, etc. via the input/output port 51, drive circuit, etc. Next, the main process related to the present invention is to control the starter motor 33. A control process for holding control variables that masks control variables such as fuel injection amount for a predetermined period of time after the stop signal, that is, the starter signal, is turned OFF and holds it at the value it had before the starter signal was turned OFF. This will be explained along the flowcharts shown in FIGS. 5 and 6.

The flowchart shown in FIG. 5 is a series of conventionally executed processes for calculating fuel injection amount, fuel injection timing, etc., and outputting a control signal according to the control amount. This control program is executed as one of the main routines, and is a control program for instructing to mask the engine speed when executing the engine speed calculation process shown in FIG. 6, which will be described later.

When this process is executed, first, in step 101, the ignition switch 35 is moved to the starting position.
It is operated by STA and determines whether the starter signal is in the ON state. Here the starter signal
If it is in the ON state, it is determined as ``YES'' in this step 101, and the process moves to the following step 102, where the flag Fsta is set. And next step 103
is executed, sets the flag Fmsk, and exits from this process.

On the other hand, if the starter signal is in the OFF state, the determination in step 101 is "NO", and the process proceeds to the next step 104, where it is determined whether the flag Fsta is in the set state. flag here
If Fsta is in the set state, it is judged as "YES" in this step 104 and the process moves to the following step 105.
On the other hand, if the flag Fsta is in a clear state, this process is exited as is.

In step 105, a process is executed to read the current Ts from a free running timer, etc., but the process in step 105 is performed by the processes in steps 101 to 104 described above.
Ignition switch 35 is in the starting position
Operated from STA to ignition position I/G,
The time read here is executed for the first time when the starter signal is turned off.
It can be seen that Ts represents the time when the starter signal is turned off and this process is executed for the first time.

When the time Ts is read in step 105, the process moves to the following step 106, and in order to perform engine rotation speed masking processing to be described later for a predetermined time from this time Ts, a predetermined masking processing time ΔTm is set at the above-mentioned time Ts. The scheduled end time Tm of the masking process is set by adding the value to Tm, and the process moves to step 107. In step 107, the scheduled end time Tm of the masking process set above is stored in a predetermined area of the RAM 43, and in the following step 108, the flag sta is cleared and the process exits.

Next, the flowchart shown in FIG. 6 shows an interrupt that is executed in synchronization with engine rotation at every 45° crank angle in response to a detection signal from the rotation speed sensor 14 inputted via the waveform shaping circuit 52. It shows the routine, calculates the engine speed, and
As mentioned above, after the starter signal is turned off, the rotation speed calculation process is temporarily stopped for a predetermined time ΔTm, and a masking process is performed to set the engine rotation speed to the engine rotation speed calculated before stopping. represents the control program for

When this process is started, first, in step 201, it is determined whether or not the flag Fsta is set. If the flag Fsta is set, it is determined as "YES" in this step 201, and the next step is executed. The process moves to step 202, and if the flag Fsta is in a clear state, it is determined as "NO" in this step 201, and the process moves to step 203.

Here, in step 102 of Fig. 5, the flag is
Fsta is set and flag Fsta is set in step 108.
If it is not cleared, that is, if the starter signal is in the ON state and the starter motor 33 is being driven, the determination in step 201 will be ``YES'' and step 202 will be executed. Then, in step 202, the time TNe(n) at the time when this interrupt routine was started is read based on the detection signal from the rotational speed sensor 14, and the process proceeds to step 204.

In step 204, a process is executed to read the previous interrupt start time TNe (n-1) read in the previous interrupt routine and written in the RAM 43, and in the following step 205, this time is read out.
The difference between TNe(n-1) and the currently read time TNe(n), that is, the time during which the engine rotates at a crank angle of 45 degrees, ΔTNe, is calculated using the following formula: ΔTNe←TNe(n)−TNe(n-1) calculate.

When the time ΔTNe is determined in step 205,
The next step 206 is executed and the engine speed NE is calculated from the time ΔTNe and the constant K using the following formula NE=K/ΔTNe. Write within the area. Here, the constant K is a constant for calculating the engine speed within a predetermined time from the time ΔTNe required for the engine speed to rotate by 45 degrees of crank angle, and this interrupt routine is executed every 30 degrees of crank angle. If so, the value will naturally be changed.

When the engine speed NE is determined in this way and stored in a predetermined area of the RAM 43, the following step 208 is executed, and the time TNe(n) read in the above step 202 is used for the next interrupt processing. , replaced by time TNe(n-1). Then, in step 209, this time TNe(n-1) is
The data is stored in a predetermined area of the RAM 43, and the processing is completed.

Next, the ignition switch 35 is operated from the start position STA to the ignition position I/G, the starter signal turns OFF, and the flag is
If Fsta is cleared, the determination in step 201 is "NO" and step 203 is executed, but in step 203 it is determined whether the flag Fmsk is set or not. A determination is made. At this point, the flag Fmsk is set in step 103 in FIG.
This step has not been cleared since then.
In 203, the step that is determined as “YES” and continues
Move to 210.

In step 210, the current time TNe(n) is read in the same manner as in step 202, and the process moves to the next step 211.
The scheduled end time Tm of the mask processing written in the RAM 43 is read out, and the process moves to the following step 212. Then, in step 212, this time Tm
The time TNe(n) read in step 210 is compared in magnitude to determine whether or not the time TNe(n) has passed the scheduled completion time Tm of the mask processing. At this point, since this interrupt routine is the process immediately after the scheduled end time was set in the process shown in FIG. 5, the time TNe(n) has not yet passed the scheduled end time Tm, and this step If the result in step 212 is "NO", the process directly proceeds to steps 208 and 209 without executing the engine rotation speed NE calculation process in steps 204 to 207, and calculates the time read in step 210. TNe(n) is the time TNe(n−
1) is stored in a predetermined area of the RAM 43, and the routine processing is completed.

On the other hand, this interrupt routine is repeatedly executed after the starter signal is turned OFF, and when the time TNe(n) read in step 210 passes the scheduled end time Tm, "YES" is returned in step 212.
It is determined that the next step 213 is executed and the flag is set.
Fmsk is cleared. And step 204 above
A series of processes for calculating the engine speed NE in step 207 is executed, and step 208
And in step 209, the time TNe(n) read through the process of step 210 above is set as time TNe(n-1).
The data is stored in a predetermined area of the RAM 43, and the processing of this routine is completed.

After that, when the process of this routine is executed, the flag Fmsk was cleared in step 213 during the previous process, so "NO" is returned in step 203.
It is determined that this is the case, and a series of processes from step 202 and steps 204 to 208 are executed.
Even if this routine is executed again, this process will be repeated.

Next, regarding the operation by the above-mentioned control process, the seventh
This will be explained along the time chart shown in the figure. In FIG. 7, A indicates the detection signal SNe output from the rotation speed sensor 14, B indicates the detection signal PNe after the detection signal SNe has been waveform-shaped into a pulse signal by the waveform shaping circuit 52, and C indicates the ignition signal. Starter signal from switch 35, d is flag
Fsta, E represents the flag Fmsk, F represents the driving voltage of the starter motor 33, and G represents the engine rotational speed NE stored in the RAM 43, respectively.

As shown in the figure, the engine is started and the starter signal obtained from the ignition switch 35 is
Flag Fsta and flag Fmsk in ON state
both are set, and then the starter signal is
When it is in the OFF state, a flag is set as soon as it is detected.
Fsta is cleared. Then, the time Tm is set by adding a predetermined mask processing time ΔTm to the current time Ts, and the engine The engine speed NE is not calculated and is kept at the engine speed NE determined in the previous interrupt process. Then, in the interrupt processing after time Tm has elapsed, the flag Fmsk is cleared, and the engine rotation speed NE is calculated for each interrupt.

On the other hand, the starter motor 33 stops and generates noise when it stops, as can be seen from the figure, when the starter signal turns OFF, the relay switch 34 turns OFF, and the drive voltage becomes 0. This occurs at T0, after a time ΔTd has elapsed since the starter signal was turned off. Therefore, at the time when the noise from the starter motor 33 is superimposed on the detection signal of the rotation speed sensor 15, the engine rotation speed NE has already been masked. Unlike the engine rotation speed obtained without performing the mask processing, the engine rotation speed does not become an abnormally high value, but becomes a value that is closer to the actual engine rotation speed.

As explained above, in the electronic control device of this embodiment, the engine rotation speed determined based on the detection signal output from the rotation speed sensor 14 is controlled until a predetermined period of time elapses after inputting the starter signal.
A masking process is performed to use the previously determined engine speed, and the engine speed is used to determine engine control variables such as the fuel injection amount. Therefore, if noise occurs when the starter motor 33 stops as in the past, the engine speed will be incorrectly calculated as if it had suddenly increased due to the noise, and the engine would have entered steady operation even though it was starting. Engine control can be favorably executed and good startability can be ensured without performing erroneous control that degrades engine startability, such as reducing the fuel injection amount based on judgment. In this embodiment, the starter motor 33 corresponds to the actuator described above.
However, the fifth one corresponds to the controlled variable stopping means.
The control programs shown in FIG. 6 and FIG. 6 can be mentioned.

Next, as another example of the control process shown in FIGS. 5 and 6 in the above embodiment, calculation of fuel injection amount, fuel injection timing, etc., and drive control of various drive devices according to the control amount, etc. As one of the main routines to be executed, a control process is provided for stopping the processing of the interrupt routine for calculating the engine rotation speed as shown in FIG. 5 for a predetermined period of time after input of the starter signal. This will be explained along the flowcharts shown in FIGS. 8 and 9.

As mentioned above, like the control program shown in FIG. 5, FIG. 8 is processed as one of a series of processes for controlling the fuel injection amount, fuel injection timing, etc. When the process is executed, first in step 301 it is determined whether or not the starter signal is in the ON state. If the starter signal is in the ON state, the process moves to step 302 to set the flag Fsta, and in the subsequent step 303 the flag Fmsk is set, and the process exits. On the other hand, if the starter signal is in the OFF state, the process moves to step 304, and it is then determined whether the flag Fsta is in the set state. If the flag Fsta is set, the process moves to the next step 305 to read the current time Ts, and in the following step 306, a predetermined mask processing time ΔTm set in advance is added to this time Ts to perform mask processing. Scheduled end time of
Calculate Tm. In the following step 307, the scheduled mask processing end time Tm calculated above is calculated.
The data is written in a predetermined area of the RAM 43, and the flag Fsta is cleared in the next step 308.

The processing up to this point is the same as the control program shown in FIG. In order to prohibit the processing of the interrupt routine, the interrupt prohibition flag Fx is cleared, and this processing ends.

Next, if the flag Fsta is clear, the process moves from step 304 to step 310, and the flag Fmsk is cleared.
It is determined whether or not the is in the set state. If the flag Fmsk is set, step
312, the current time T is read out, and in the following step 312, a comparison is made between the current time T and the scheduled end time Tm of the mask processing calculated in the step 306, and it is determined that the end time Tm has passed. It is determined whether or not.

Here, if the scheduled end time Tm has not yet elapsed and Tm≧T, this process is exited as is.On the other hand, if the scheduled end time Tm has passed and Tm<T, then in step 313 the interrupt permission flag Fx In step 314, the flag Fy is set.
and then set the flag Fmsk in step 315.
is cleared and exits from this control process.

Next, in response to the detection signal from the rotation speed 14, an interrupt routine is executed, for example, every 45° CA of the engine crank angle, and an interrupt routine for calculating the engine rotation speed is executed according to a control program as shown in FIG. be done.

In this process, first, in step 401, it is determined whether or not the interrupt permission flag Fx is set. If this flag Fx is cleared, that is, if interrupt processing is not permitted, this routine is executed. The process ends as is, and if the flag Fx is set, it means that interrupt processing is permitted, and the process moves on to the process described later.

In step 402, the start time TNe(n) of this interrupt processing is read, and the process moves to the following step 403. Then, in step 403, it is determined by flag Fy whether this interrupt processing is the first processing after being enabled, and if flag Fy is set, the current processing is the first processing after being enabled. It is determined that this is the first process, and the process moves to step 404. In step 404, the flag Fy is cleared, and in the subsequent step 405, the current interrupt start time TNe(n), which is read in step 402, is set to time TNe(n-1) for the next interrupt processing.
In the next step 406, this time TNe
(n-1) is stored in a predetermined area of the RAM 43, and the processing of this routine ends.

Next, when the flag Fy is cleared, it is determined in step 403 that this interrupt processing is not the first processing after being permitted, and the step shown in FIG.
Similar to the processing in steps 204 to 207, first, in step 407, the start time TNe of the previous interrupt processing is determined.
(n-1) is read from the RAM 43, and in the next step 408, the difference ΔTNe between the currently read time TNe(n) and the previous time TNe(n-1) is calculated, and in the following step 409, this time ΔTNe is calculated. The engine speed NE is determined from the constant K. and step
410, this obtained engine speed NE is
The data is written in a predetermined area of the RAM 43, the processing of steps 405 and 406 is executed, and the processing of this routine is completed.

In this way, in this embodiment, the interrupt processing for calculating the engine speed is permitted or prohibited in the main routine that controls the fuel injection amount, fuel injection timing, etc. Also, as in the embodiment described above, the engine rotation speed for calculating the fuel injection amount etc. can be masked to the value before input of the starter signal for a predetermined period of time after input of the starter signal, and as in the embodiment described above, Good engine control can be performed without being affected by noise generated when the starter motor 33 is stopped. In this embodiment, in the first interrupt processing after the mask processing time ΔT has elapsed after inputting the starter signal,
This time is simply stored in RAM to avoid calculating the engine speed, but this means that if the engine speed is calculated from the beginning, the start time of the interrupt process that was last read will be before the start of the mask process. This is because the required engine rotational speed will be an extremely low value. Therefore, in this embodiment, the calculation process of the engine rotation speed NE is restarted after the second detection signal is input from the rotation speed sensor 14 after the scheduled mask processing end time Tm has elapsed.

As explained above, in the above embodiment,
The starter motor is cited as an element that generates noise during braking and operation, and attempts are made to prevent the noise generated when it stops from affecting the engine speed, but for example, the effect of noise generated during braking and operation of an air conditioner is In some cases, the above-described masking process may be executed for a predetermined period of time from the time of braking/operation. Furthermore, in the above embodiment, the engine rotation speed directly calculated from the detection signal is used as the object of mask processing, but
Any control can be used as long as the detection signal from the rotation speed sensor can be determined as one parameter, and it is sufficient if the control amount ultimately determined corresponds to the value corresponding to the actual operating condition. When calculating the fuel injection amount in the routine, the calculation process may be stopped for a predetermined time after the starter signal is input, and the fuel injection amount may be set to the fuel injection amount before the starter signal was input.

[Effects of the Invention] As detailed above, in the diesel engine electronic control device of the present invention, the control amount of the engine, which is determined using the detection signal from the rotation speed sensor as one parameter, is controlled by the control amount provided around the engine. The control amount is configured such that the control amount remains the same as before the input of the signal until a predetermined period of time elapses after receiving the actuator activation signal and/or stop signal. Therefore, even if noise is generated when the actuator is driven or stopped, and the noise is superimposed on the detection signal from the rotation speed sensor, the required control amount should be a value that corresponds to the operating state. This allows the engine to be well controlled at all times.

[Brief explanation of the drawing]

Figure 1 is a block diagram showing the configuration of the present invention, Figure 2 is a block diagram showing the configuration of the present invention.
3 is a schematic diagram showing the diesel engine and its peripheral equipment according to the embodiment, FIG. 4 is a block diagram showing the configuration of the control circuit 30, and FIGS. 6 is a flow chart showing a control program that is processed by the control circuit 30, FIG. 7 is a time chart that explains the operation of this embodiment, and FIGS. 7 is a flowchart showing another embodiment of the control program. ... Diesel engine, 14 ... Rotation speed sensor, 30 ... Control circuit, ... Actuator, ... Controlled amount stopping means, 1 ... Fuel injection pump, 20 ... Engine body, 33 ... Starter motor, 41...CPU, 43...RAM.

Claims (1)

[Scope of Claims] 1. A rotation speed sensor that outputs a detection signal according to the rotation of a diesel engine, and a control circuit that calculates a control amount of the engine using the detection signal output from the sensor as one parameter. , in an electronic control device for a diesel engine configured to control the engine based on the calculated control amount, the control circuit receives an activation signal and/or a stop signal of an actuator installed around the engine. , a control amount stopping means for controlling the calculated control amount to become the control amount determined before the signal input for a predetermined time after the signal input; Device.