JPH0633818A - Fuel injection device - Google Patents

Abstract

PURPOSE:To improve accuracy of a fuel injection timing at the time of transient operation of an internal combustion engine by changing the fuel injection timing by pre-stroke control with better responsiveness in comparison with a timer. CONSTITUTION:A fuel injection device is provided with a spin valve 44 for controlling injection start and injection end of fuel pressurized in a high pressure chamber 18 by communication or shutting out the high pressure chamber 18 in which fuel is pressurized to or from a low pressure chamber (a pump chamber) 12, and a timer 52 for changing the phase of the rotation of an engine from that of pressurizing operation of the high pressure chamber 18. Pre-stroke control and fuel injection control amount control are carried out by regulating the spin valve 44. When operating delay of the timer 56 takes place during the transient time of acceleration or the like, the difference between a real timer position and a target timer position is calculated as error of the injection timing, and a pre-stroke amount is corrected by the error of the injection timing. It is thus possible to obtain the target injection timing by compensating delay of responsiveness of the timer 56 by pre-stroke control.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a fuel injection device,
The present invention relates to a fuel injection device that performs prestroke control for adjusting the amount of movement of a plunger from bottom dead center to the start of injection.

[0002]

2. Description of the Related Art Conventionally, as this type of fuel injection device, a fuel injection control method called prestroke control has been known. According to this pre-stroke control, the timing for executing the fuel injection can be moved within the period during which the cam driving the plunger is in the pumping stroke, so that the usage area of the cam for which the fuel injection is executed is set to the cam speed. The low cam speed range of slow and the high cam speed range of fast cam
A control system has been proposed that achieves both low noise at low speed due to slow injection and high output at high speed.

[0003]

By the way, the fuel injection pump is provided with a timer for advancing or retarding the injection timing by changing the relative angle of the cam with respect to the pump input shaft. Since hydraulic pressure is used for driving, the response is slow, and a response delay occurs particularly during transient operation such as acceleration during which the rotational speed of the internal combustion engine is rapidly increased.

When the above-described prestroke control is executed in the fuel injection pump having such a timer, during the transient operation, the deviation of the injection timing due to the response delay of the timer and the change of the injection timing due to the prestroke control are synergized. There is a risk that the injection timing will be greatly deviated and that the stability of the internal combustion engine supplied with fuel by the fuel injection device will deteriorate and the emission will deteriorate.

Therefore, in view of the above problems, the present invention focuses on the fact that the prestroke control changes the fuel injection timing with better response than the timer, and can improve the accuracy of the fuel injection timing during the transient operation of the internal combustion engine. An object is to provide a fuel injection device.

[0006]

In order to achieve the above-mentioned object, the present invention, as shown in FIG. 1, connects or shuts off a high pressure chamber and a low pressure chamber where fuel is pressurized and connects the high pressure chamber with the high pressure chamber. A fuel injection device for a diesel engine, comprising: a spill valve for controlling the start and end of injection of pressurized fuel; and a timer for changing the phase of the rotation of the engine and the pressure differential of the high-pressure chamber. As the basic control amount of the engine, a target injection amount, a target position of the timer indicating a target injection timing, and a target prestroke indicating an injection start timing at which the high pressure chamber and the low pressure chamber are shut off by the spill valve are set. Setting means, error calculating means for calculating a deviation between the target position of the timer set by the target position setting means and the actual position of the timer as an injection timing error, The target prestroke is corrected by the injection timing error, the response delay of the timer is compensated by the prestroke, and the corrected prestroke corrected by the injection timing error is limited to a time after the pressure feeding start time of the cam. The stroke correction means and the spill valve limit the injection end timing for communicating the high-pressure chamber and the low-pressure chamber before the pressure feed end timing of the cam, and the correction prestroke corrected by the prestroke correction means A technique of providing an injection end timing setting means for setting an injection end timing at a time when the target injection amount is realized, and a drive means for driving the spill valve according to the corrected prestroke and the injection end timing. To adopt the appropriate means.

[0007]

According to the configuration of the present invention as described above, even if the response of the timer is slow during a transition such as a sudden acceleration, and a deviation may occur between the target position and the actual position of the timer, The deviation between the target position and the actual position is calculated as an injection timing error, and the prestroke is corrected according to this injection timing error. Therefore, by correcting the prestroke of the spill valve, which has a relatively fast response, the slow response of the timer is compensated, and fuel injection is obtained at the target injection timing. Moreover, the injection end timing at which the high pressure chamber and the low pressure chamber communicate with each other by the spill valve is set to the timing at which the target injection amount is realized under the corrected prestroke corrected by the prestroke correction means. Fuel injection that achieves the target injection amount is obtained at the beginning of injection. On the other hand, the correction prestroke is limited by the prestroke correction means so that it is after the cam pressure feeding start time. Therefore, the deviation between the target position and the actual position of the timer is large,
It is prevented that a part of the fuel injection becomes invalid before the corrected prestroke is before the cam pressure feeding start time. Also,
The injection end timing set by the injection end timing setting means is limited to a time before the cam pumping end timing.

[0008]

Embodiments of the present invention will be described below with reference to the drawings. 2 is a diagram showing a relationship between a diesel engine according to an embodiment of the present invention and a computer for controlling the diesel engine, and FIG. 3 is a diagram showing the signal rotor 6 of FIG.
0 is a plan view showing details of 0, and FIG. 4 is a diagram showing a shaped waveform of a pulse signal output from the pickup. The diesel engine shown in FIG. 2 is equipped with an electromagnetic spill distribution fuel injection pump, and the electromagnetic spill distribution fuel injection pump has a high pressure chamber formed by an inner wall surface of a cylinder and a plunger tip surface and a pump inside. An electromagnetic spill valve is provided in a communication passage that communicates with the low pressure chamber (pump chamber), and the electromagnetic spill valve is controlled to be turned on and off so that the communication passage is blocked and communicated with the fuel injection amount.

The fuel that has passed through the filter is guided from a fuel inlet 6 to a pressure regulating valve 8 by a vane type feed pump (developed by 90 °) driven by a drive shaft 2, and this pressure regulating valve is used. After the pressure is adjusted by 8, the inside of the pump housing 10 is filled with the pump chamber 12 which is a low pressure chamber. The fuel filled in the pump chamber 12 lubricates the operating portion in the pump chamber 12, and at the same time, is sent to the high pressure chamber 18 formed at the tip of the plunger 16 via the suction port 14. In addition, some fuel is returned to the fuel tank from the overflow valve 20 in order to discharge excess fuel and cool the operating portion.

Intake grooves 22 as many as the number of cylinders are bored at the tip of the plunger 16, and a cam plate 28 is fixed at the tail end of the plunger 16, and a roller ring 30 is fixed to the cam plate 28. The same number of rollers 32 as the number of fitted cylinders are in contact with each other. This plunger 16
Is inserted into the cylinder 34 from the tip side, and the plunger 1
6 and the inner wall surface of the cylinder 34, the high pressure chamber 18
Is formed. The intake port 14 is formed in the cylinder 34, and the delivery valve 36 is inserted from the inner surface of the cylinder.
The same number of distribution passages 38 as the number of cylinders communicating with the. An electromagnetic spill valve (SPV) 44 that connects and disconnects the communication passage 40 is attached to the pump housing 10. The communication passage 40 connects the high pressure chamber 18 and the pump chamber 12 with each other. Further, in the electromagnetic spill valve (SPV) 44, when the solenoid 46 is turned on, the valve element 42 projects to close the back pressure port, the automatic valve 43 descends to shut off the communication passage 40, and the solenoid 46 is turned off. Then, the valve body 42 rises to open the back pressure port and the automatic valve 43
Rise to connect the communication passage 40.

The drive shaft 2 projects toward the pump chamber 12 and is connected to a cam plate 28 via a coupling. Then, the cam plate 28 is fixed to the plunger 16 and the roller 3 is fixed by the spring 50.
Pressed to 2. Therefore, when the roller 32 rides on the cam crest of the cam plate 28 that rotates depending on the contact state between the roller 32 and the cam plate 28, the plunger 16 is reciprocated the number of times equal to the number of cylinders during one rotation.

A pump chamber 12 is provided below the fuel injection pump.
A hydraulic timer (developed by 90 °) for changing the fuel injection timing by changing the phase between the drive shaft 2 and the cam plate 28 that drives the plunger 16 using the internal fuel pressure is provided. The hydraulic timer includes a timing control valve 5 for changing the hydraulic pressure for driving the hydraulic timer by duty ratio control.
2 (TCV) is provided. According to this timer
The spring 54 pushes the timer piston 56 in the injection delay direction, the pump chamber 12 and the timer high pressure chamber 97 communicate with each other via the throttle passage 95, and the timer high pressure chamber 97 and the timer low pressure chamber 96 communicate with each other via the TCV 52. There is. TCV5
When the valve 2 is closed, the high pressure fuel in the pump chamber 12 is applied to the timer high pressure chamber 97 and the timer piston 56 is pushed against the elastic force of the spring 54, so that the roller ring 30 rotates the injection pump via the rod 58. The fuel injection timing is advanced in proportion to the oil pressure. The injection timing is controlled by controlling the hydraulic pressure acting on the piston 56 by the TCV 52 so as to match the target injection timing that is predetermined by the engine condition.

A signal rotor 60 is fixed to the tip of the drive shaft 2 coaxially with the drive shaft 2, and a pickup 62 for detecting the number of revolutions is attached to the roller ring 30 so as to face the peripheral surface of the signal rotor 60. ing. The signal rotor 60 has a predetermined angle (for example,
5.625 °) and a plurality of convex teeth are arranged every
Convex teeth are cut out at equal intervals as the number of cylinders to form toothless portions. That is, in the case of a 4-cylinder diesel engine, as shown in FIG.
(Corresponding to ° CA) for each convex tooth 60α, 60β ...
Are arranged, and toothless portions 60a to 60d are formed at every 90 ° (corresponding to 180 ° CA).

Therefore, when the signal rotor 60 rotates, the convex teeth move toward and away from the pickup 62.
A signal generated from the pickup 62 is subjected to waveform control shaping by electronic induction to obtain a pulse signal (see FIG. 4). The wide valley portion of this pulse signal acts as a signal indicating the reference position of the cam position, and the other portions act as rotation angle signals. Further, the pickup 62 and the signal rotor 60 are arranged such that one of the toothless portions approaches the pickup 62 before the plunger 16 is pushed in the direction in which the high pressure chamber is contracted, that is, before the plunger 16 is lifted.
The relative position is determined so that the reference position signal is output from, that is, the width of the valley portion of the pulse signal is widened. Further, the pump housing 10 is provided with a fuel injection cut valve 64 that stops fuel injection by blocking the intake port 14. The delivery valve 36 is connected to a fuel injection valve 68 mounted so as to project into the auxiliary combustion chamber of the diesel engine 66. A glow plug 70 is attached to this auxiliary combustion chamber. Further, a throttle valve 88 is arranged in the intake passage, and a venturi 90 is configured including the throttle valve 88.

Reference numeral 74 is an accelerator sensor for detecting the accelerator opening, 76 is a pressure sensor for detecting the intake pipe pressure,
Reference numeral 78 is a water temperature sensor for detecting the engine cooling water temperature, 80 is a glow relay, and 92 is a vehicle speed sensor. Further, 84 is a signal rotor fixed to the crankshaft and having a projection at the top dead center position of the specific cylinder, 86 is a top dead center pickup sensor which outputs a reference signal as the projection passes, 94
Is a shift position switch for detecting the shift position of the shift. In addition to the accelerator sensor 74, a pickup 62, a pressure sensor 76, a water temperature sensor 78, a vehicle speed sensor 92, a shift position switch 94, and a top dead center pickup sensor 86 are connected to the microcomputer 82.

The output port of the microcomputer 82 is connected to the glow relay 80, the solenoid 46 of the solenoid valve spill (SPV) 44, and the solenoid of the fuel injection cut valve 64. The microcomputer 82 includes a CPU, a RAM, a ROM, an AD converter, etc., and the AD converter has an accelerator sensor 74, a pressure sensor 76, and a water temperature sensor 7 in accordance with instructions from the CPU.
The signals from 8 are sequentially converted into digital signals. Further, the ROM of the microcomputer 82 pre-stores a program of a routine described below. The fuel injection control in the device having the above configuration will be described below.

5 and 6 are flow charts (Nos. 1 and 2) for explaining the operation of the fuel injection device according to the embodiment of the present invention, and FIG. 7 is an acceleration / deceleration in the fuel injection device according to the embodiment of the present invention. It is a time chart which shows the behavior of fuel injection timing at the time of transition such as time. In order to facilitate the description of the operation of FIGS. 5 and 6, the fuel injection timing behavior of the present embodiment will be described based on FIG. 7 prior to this description. In FIG. 7, the reference signal indicates the signal output from the top dead center pickup 86, the cam lift indicates the lift amount of the cam, and Ne
The pulsar indicates the signal output from the pickup 62,
SPV indicates opening / closing of SPV44, and injection indicates an injection rate of fuel. Further, in FIG. 7, the broken line indicates the cam lift and Ne which are assumed when the hydraulic timer is at the target position.
The pulser waveform is shown, and the solid line shows the waveform at the actual position when the response of the hydraulic timer is delayed with respect to the target position indicated by the broken line. Further, the waveform of the one-dot chain line shown in the column of SPV and injection shows the opening / closing waveform of SPV and the change of the injection rate when the prestroke correction according to the present embodiment is not performed.

First, the behavior when the hydraulic timer is at the target position (broken line) will be described. In this embodiment, the prestroke θpre is set as the angle from the reference position in the signal from the pickup 62. And FIG.
At the timing of θc, SPV44 is closed to start fuel injection, and θ is set after θ which is set according to the target fuel injection amount.
At timing o, the SPV 44 opens and the fuel injection ends. In this case, the fuel injection timing seen from the reference signal output from the top dead center pickup 86 is TF. As a result, an amount of fuel corresponding to the hatched portion shown on the cam lift waveform shown by the broken line is injected.

Although the fuel is injected as described above, when the actual position of the cam lift is deviated from the target position as shown by the solid line in FIG. 7, the prestroke θpre is set based on the Ne pulser waveform of the solid line. Then, the fuel is injected later than the target, and the fuel injection timing seen from the reference signal output from the top dead center pickup 86 is T.
It becomes Ri-1. Such a difference in the injection timing leads to a reduction in the output of the diesel engine and an increase in emissions, which is not preferable. Therefore, in this embodiment, when the actual position and the target position deviate from each other as shown in FIG. 7, the fuel injection timing accuracy is prioritized and the prestroke is prioritized to correct the prestroke rather than the switching of the cam use region by the prestroke control. To achieve the target fuel injection timing. In the pre-stroke control, by moving the cam usage range according to the operating state of the diesel engine, a rapid injection or a slow injection is realized to reduce vibration during idle operation or output during high speed rotation. The effect of improvement can be obtained. In the example of FIG. 7, in order to set the fuel injection timing seen from the reference signal output from the top dead center pickup 86 to TRi (TRi = TF), the actual fuel injection timing TRi-1 and the target fuel injection time TF are set. And the difference ΔT is obtained, and this difference ΔT is converted into an angle according to the rotational speed at that time to obtain Δθ, and by this Δθ, the prestroke θpr
The SPV 44 may be controlled by correcting e to θ'pre. In this embodiment, the actual fuel injection timing TRi
−1 and the target fuel injection timing TF, the time Δ from the reference signal output from the top dead center pickup 86 to the reference position of the signal from the pickup 62 is calculated.
Then, t is calculated and the difference from the time Tg indicating the timer position when the cam is at the target position is calculated. That is, in this embodiment, the deviation between the target injection timing and the actual injection timing is found by detecting the deviation between the target position and the actual position of the timer. The time Tg expected when the cam is at the target position is stored in advance as the target position of the hydraulic timer.

As shown in FIG. 7, the cam angle has an effective pumping angle range, and before the pumping start angle θCL,
Alternatively, the fuel is not pressurized and is not injected even if the SPV 44 is closed after θOL after the completion of the pressure feeding. Therefore, in this embodiment, not only the prestroke is corrected by the difference between the actual position and the target position, but also the valve closing period of the SPV 44 driven according to the corrected prestroke given by this correction is started by pressure feeding. SP between the angle θCL and the pressure end angle θOL
Limit within the V closing range. The operation of the embodiment for correcting the prestroke as described above will be described in detail below.

The basic structure of the fuel injection control is shown in FIG. 1. As a concrete example of the basic structure, the fuel injection control is realized by the process executed by the CPU in accordance with the control program stored in the ROM of the microcomputer 82. In step 100 in FIG. 5, when the process starts,
As the engine operating condition, the engine speed Ne, the accelerator opening α, the engine cooling water temperature, the vehicle speed, etc. are taken in.

In step 101, the target injection amount q, the target timer position Tg, and the target prestroke θ are calculated from the engine speed Ne and the accelerator opening α acquired in the previous step.
pre is calculated as follows. q = f1 (Ne, α) Tg = f2 (Ne, α) θpre = f3 (Ne, α) where the target prestroke θpre is the number of revolutions N
It becomes larger as e becomes higher, and as the accelerator opening α becomes larger. As a result, when the load is low, such as during idling, the area where the cam lift changes is small,
Achieves slow injection and achieves rapid and powerful injection at high rotation and high load. Further, the target timer position Tg is not only determined by the rotational speed Ne and the accelerator opening α, but also the movement of the injection timing due to the target prestroke θpre is expected, so that the optimum fuel according to the rotational speed Ne and the accelerator opening α is determined. The injection timing is set to be realized.

In step 102, the time from the reference signal provided in the engine shown in FIG. 6 to the No. 0 pulse of the Ne pulser is measured to calculate the time Tt indicating the actual timer position. In step 103, the difference between the target timer position Tg and the actual timer position Tt calculated in each of the above steps is calculated as the injection timing error ΔT shown in FIG.

ΔT = Tt-Tg In step 104, the injection timing error ΔT expressed in units of time is converted into an injection timing error angle Δθ according to the rotational speed Ne at that time as follows. Δθ = f4 (ΔT, Ne) In step 105, the basic control duty ratio DB for controlling TCV52 for realizing the target timer position Tg is calculated from the engine speed Ne and the accelerator opening α as follows. .

DB = f5 (Ne, α) At step 106, it is judged if the injection timing error Δθ calculated at step 104 is a predetermined value A or more. If the error Δθ is greater than or equal to the predetermined value A, it is determined that it is a transitional time, and the processes of steps 107 to 108 are performed to update the injection timing control command value. However, if Δθ is less than the predetermined value A, it is determined that it is a steady time. Then, the process of step 120 is performed.

In step 107, the above step 1
When the error .DELTA..theta. Is in the transient state of 06 or more at 06, the correction amount .DELTA.D of the duty ratio DB based on the error .DELTA..theta. Is calculated as follows. Here, the larger the error Δθ, the larger the correction amount ΔD is set in the direction in which the timer position approaches the target position. .DELTA.D = f6 (.DELTA..theta.) In step 108, the above .DELTA.D is added to the previous correction amount addition value .SIGMA.Di-1 to obtain the current correction amount addition value .SIGMA.Di.

In step 109, step 105
Basic control duty ratio DB calculated in step 1 and the previous step 1
The duty command value Di is calculated from the sum of the correction amount addition value ΣDi calculated in 08. In step 106, step 1
If it is determined that the injection timing error angle error Δθ calculated in 04 is less than the predetermined value A, the previous Σ
Di-1 is set as ΣDi for this time, and the process proceeds to step 109.

In step 110, the injection amount command value q
Is in a cut state (0 or less). If it is in the cut state, in step 121, a continuous open command value for cutting off the power supply to the solenoid 46 of the SPV 44 of the injection pump is calculated. In step 111, if the cut state is not present in the step, it is judged whether or not the injection amount command value is larger than the full load injection amount qF, and if the injection amount command value is larger than the full load injection amount, the process proceeds to step 122. The continuous short command value for keeping the energization of the solenoid 46 of the SPV 44 of the injection pump maintained is calculated, and the special command value calculated in step 110 or step 111 is output in step 125.

If the injection amount is equal to or less than the full load injection amount in step 111, the processes in step 112 and thereafter are performed. Steps 112 to 117, 123, and 124 explain the control contents according to the present invention. FIG. 8 is a time chart showing specific fuel injection timings during acceleration and deceleration by the fuel injection device according to the present embodiment. This figure (a) shows the case where the actual fuel injection timing lags behind the target fuel injection timing, such as during acceleration, and this figure (b) shows the case where the actual fuel injection timing is earlier than the target fuel injection.

In step 112, step 101
The timing error amount Δθ calculated in step 104 is corrected to the target position θpre of the prestroke amount calculated in step 104, and the corrected SPV valve closing start position θ′pre is calculated as θ′pre = θpre−Δθ.

The SPV valve closing start position is θCL to θ shown in FIG.
When it is outside the range of OL, the fuel cannot be pumped and injected for the valve closing period outside the range, and the injection amount becomes insufficient, so that the operations in steps 113 to 117, 123 and 124 are performed. First, in step 113, it is determined whether or not the corrected SPV valve closing start position θ'pre is before the cam lift increase start angle θCL, and if it is not before the cam lift increase start, then in step 114 θ'pre is directly used for SPV. The valve closing start command is set to θC and the cam lift is set before starting to rise.
In the case of (a), in step 123, the cam lift increase start angle θCL is set as the SPV valve closing start command θC.

In step 115, the injection period θ is calculated from the SPV valve closing start command θC as follows. θ = f7 (θc, q, Ne) Here, the angle θ until the target injection amount q can be realized when the injection is started from the timing θc of the valve opening start command is calculated according to the rotational speed Ne at that time.

At step 116, it is judged if the SPV valve opening timing (θC + θ) is within the pressure feed invalid angle θOL of the cam lift top dead center. If it is within the top dead center in step 116, the calculated SPV is calculated in step 117.
When the valve opening timing θC + θ is set to the SPV valve opening command value θo and the pressure feed invalid angle is exceeded, as shown in FIG. 8B, the pressure feed invalid angle θOL is set to the SPV valve opening instruction θo in step 124.

In step 118, the SPV closing / opening command timings θC and θo calculated in the above steps are output to the solenoid 46 of the SPV 44 of the injection pump. In step 119, the duty ratio signal Di is output to the TCV 52 of the injection pump, and all the processing steps are completed.
After that, the above-mentioned control steps after step 100 are repeated again.

As described above, according to this embodiment,
The difference between the target injection timing and the actual injection timing is detected, the prestroke control amount is corrected according to the error, and whether the corrected electromagnetic spill valve (SPV) closing period is within the pressure feeding cam angle range is determined. If it is within the predetermined range, the SPV control cam angle is changed so that the injection timing becomes the target value. If it is not within the predetermined range, the SPV control is performed so that the control cam angle is within the predetermined range. By correcting and controlling the cam angle, it is possible to realize a pre-stroke control system that can accurately control the injection timing to a target value or control in a state closest to the target value, particularly in the transient mode.

The present invention is not limited to the above-described embodiment. For example, in the above-described embodiment, the distribution type pump of the electromagnetic spill valve adjusting type having the timer built therein has been described. Type pumps that have rack stroke actuators for pre-stroke control and have an external timer, but also all other cam pressure feed type pumps that have electrical control means for volume control and injection timing control Needless to say, a similar method can be applied and realized.

[0037]

As described above, according to the present control, the prestroke is corrected so as to realize the target injection timing at the time of transition in which a deviation occurs between the actual position of the timer and the target position, and the injection timing is adjusted. Since the prestroke control that prioritizes accuracy is performed, the injection timing control accuracy is improved, and the excellent effects such as improved output performance and reduced emissions are obtained.

[Brief description of drawings]

FIG. 1 is a diagram showing a principle configuration of the present invention.

FIG. 2 is a diagram showing a diesel engine and a macro computer for controlling the diesel engine according to the embodiment of the present invention.

FIG. 3 is a plan view showing details of the signal rotor of FIG.

FIG. 4 is a diagram showing a shaped waveform of a pulse signal output from a pickup.

FIG. 5 is a flowchart illustrating an operation of the fuel injection device according to the embodiment of the present invention. (Part 1).

FIG. 6 is a flowchart illustrating an operation of the fuel injection device according to the embodiment of the present invention. (Part 2)

FIG. 7 is a time chart showing an injection timing behavior in an excessive time such as during acceleration / deceleration in the fuel injection device according to the present embodiment.

FIG. 8 is a time chart showing specific fuel injection timings during acceleration and deceleration in the fuel injection device according to the present embodiment.

[Explanation of symbols]

 44 ... Electromagnetic spill valve (SPV) 52 ... Timing control valve 62 ... Pickup 74 ... Accelerator sensor 76 ... Intake sensor 82 ... Microcomputer

Claims (1)

[Claims] 1. A spill valve that connects or disconnects a high-pressure chamber and a low-pressure chamber where fuel is pressurized to control the start and end of injection of fuel pressurized in the high-pressure chamber, and the rotation of an engine. In a fuel injection device for a diesel engine, which comprises a timer that changes a phase with a pressurization operation of the high-pressure chamber, a target injection amount as a basic control amount of the diesel engine, and a target position of the timer indicating a target injection timing, , Setting means for setting a target prestroke indicating an injection start timing for shutting off the high pressure chamber and the low pressure chamber by the spill valve, a target position of the timer set by the target position setting means, and the timer An error calculating means for calculating a deviation from an actual position as an injection timing error, and the target prestroke is corrected by the injection timing error, Pre-stroke correction means for compensating the response delay by a pre-stroke and limiting the corrected pre-stroke corrected by the injection timing error to a time after the start of pressure feeding of the cam, and the high pressure chamber and the low pressure by the spill valve. The injection end timing for communicating with the chamber is limited to before the cam pumping end timing, and the injection end timing is set at the time when the target injection amount is realized under the corrected prestroke corrected by the prestroke correction means. A fuel injection device comprising: an injection end timing setting means to be set; and a drive means for driving the spill valve according to the corrected prestroke and the injection end timing.