JPH11182294A - Transient time injection quantity control device for diesel engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve drivability by heightening responsiveness to acceleration/ deceleration demand of a driver even in the middle of a smoothening process of fuel injection quantity in a diesel engine. SOLUTION: At the time of accelerator opening ACCPE < preceding accelerator opening ACCPFOL-α in the middle of acceleration smoothening control (YES in S200), an acceleration smoothening fuel injection quantity QSMA is switched to a rise of a second acceleration smoothening quantity QSMA2 portion every cycle of processing (S210). That is, a rise of basic fuel injection quantity QBASE is switched to the rise of the second acceleration smoothening quantity QSMA2 portion which is a smaller rise rate than a rise rate up to this time, in response to the speed reducing demand of a driver. Acceleration is therefore dulled immediately in response to the deceleration demand of the driver even in the middle of acceleration smoothening control so as to be able to respond to the deceleration demand of the driver. Excellent drivability can therefore be attained without making the driver feel a sense of incongruity.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transient injection control device for a diesel engine, and more particularly to a diesel engine operating condition when the actual fuel injection amount of the diesel engine is increased or decreased according to acceleration / deceleration requests. Diesel that executes smoothing control to set the actual fuel injection amount based on the smoothed fuel injection amount until the smoothed fuel injection amount calculated by the smoothing calculation reaches the required fuel injection amount calculated accordingly The present invention relates to a transient injection amount control device for an engine.

[0002]

2. Description of the Related Art Conventionally, in a diesel engine used for driving an automobile, for the purpose of preventing an acceleration / deceleration shock, the amount of fuel increase / decrease when an acceleration / deceleration operation is performed, so-called acceleration increase / A smoothing process is executed to suppress a sudden change in torque during deceleration and weight reduction.

For example, a sudden change in the actual accelerator opening corresponding to the accelerator operation amount is slowed down by a smoothing process, so that even when the accelerator pedal is operated rapidly, the fuel calculated based on the accelerator opening is obtained. Technology to suppress sudden changes in injection quantity and prevent acceleration / deceleration shocks
-61013, Japanese Patent Publication No. 3-61014).

[0004] That is, when the actual accelerator opening changes abruptly, instead of the actual accelerator opening, the accelerator opening whose change has been slowed down by the smoothing process (hereinafter referred to as “after accelerator acceleration”) is obtained. The fuel injection amount is set based on the post-average accelerator opening until the post-average accelerator opening catches up with the actual accelerator opening.

In addition, instead of performing the smoothing process on the actual accelerator opening, a sudden change in the basic fuel injection amount reflecting the actual accelerator opening is determined, and instead of the basic fuel injection amount,
There has also been proposed a technique in which a smoothed fuel injection amount is used as an actual injection amount (JP-A-7-150998).

That is, the required fuel injection amount based on the accelerator operation amount (hereinafter referred to as "required fuel injection amount")
Suddenly changes, instead of the required fuel injection amount, a smoothed calculation is used to determine the fuel injection amount whose change has been slowed down (hereinafter referred to as “after-smoothing fuel injection amount”). Until the required fuel injection amount is overtaken, the fuel injection amount control is performed based on the smoothed fuel injection amount.

[0007]

However, if such an averaging process is started, there is a problem that sufficient responsiveness cannot be obtained even if an accelerator operation is performed during the averaging process. For example, even if the driver returns the accelerator pedal during acceleration smoothing processing (also referred to as “acceleration smoothing processing”), the acceleration may continue for a short time and then the accelerator pedal may be delayed. Even if the driver depresses the accelerator pedal while responding or conversely performing smoothing processing during deceleration, the phenomenon that the deceleration continues as before and the driver responds to the accelerator pedal with a delay after a while did.

That is, in the former conventional example, a large difference is generated between the post-tanning accelerator opening and the actual accelerator opening during the execution of the annealing process. Therefore, even if the actual accelerator opening is reduced by the driver returning the accelerator pedal during the acceleration smoothing process, the accelerator opening after annealing may still be smaller. Further, even if the actual accelerator opening is increased by the driver depressing the accelerator pedal during the deceleration smoothing process, the accelerator opening after annealing may still be larger. In such a case, since the accelerator opening after anneal does not catch up with the actual accelerator opening, the averaging process is continued as it is.

This is the same in the latter conventional example. When the driver performs the reverse operation on the accelerator pedal during the smoothing process, the required fuel injection amount changes in the opposite direction. However, the same annealing process is continued until the post-annealing fuel injection amount catches up with the required fuel injection amount.

[0010] For this reason, in a diesel engine in which a smoothing process is performed during acceleration / deceleration, a phenomenon occurs in which the vehicle does not respond to a driver's acceleration / deceleration request, which causes a problem that drivability is reduced.

SUMMARY OF THE INVENTION It is an object of the present invention to improve responsiveness to acceleration / deceleration requests of a driver of a diesel engine even during a smoothing process of a fuel injection amount, thereby improving drivability.

[0012]

According to a first aspect of the present invention, there is provided a diesel engine transient injection amount control device which calculates the actual fuel injection amount of a diesel engine according to the operating state of the diesel engine when accelerating the actual fuel injection amount. Diesel that executes acceleration smoothing control to set the actual fuel injection amount based on the accelerated smoothed fuel injection amount until the accelerated smoothed fuel injection amount calculated by the acceleration smoothing calculation reaches the required fuel injection amount A transient injection amount control device for an engine, comprising: a deceleration request determining unit that determines whether there is a deceleration request for a diesel engine; and a deceleration request determining unit that receives a deceleration request during the acceleration smoothing control. If it is determined that
A deceleration request-time fuel injection amount setting unit that sets the change rate of the actual fuel injection amount to be lower than the change rate of the acceleration smoothed fuel injection amount calculated by the acceleration smoothing calculation. I do.

As described above, the deceleration request-time fuel injection amount setting means determines the actual fuel injection amount when the deceleration request determination means determines that the deceleration request has been made during the acceleration smoothing control. The rate of change is made lower than the rate of change of the acceleration smoothing fuel injection amount calculated by the acceleration smoothing calculation. For this reason, during the acceleration smoothing control, it is possible to immediately respond to the driver's deceleration request, thereby improving drivability.

Here, the fact that the rate of change of the actual fuel injection quantity is lower than the rate of change of the acceleration smoothing fuel injection quantity means that the fuel injection quantity increases in the acceleration smoothing control, that is, the rate of change is a positive value. However, the rate of increase is lower than the rate of increase, or the fuel injection amount at the time when the deceleration request determination unit determines that there is a deceleration request without increasing is maintained (change rate is 0). Alternatively, it means that the rate of change starts to decrease (the rate of change is a negative value).

The degree of decrease in the rate of increase of the fuel injection amount, maintenance of the fuel injection amount, reduction of the fuel injection amount, or The degree of the decrease rate of the fuel injection amount may be selected, for example, according to the strength of the deceleration request. Further, which of the reduction of the increase rate of the fuel injection amount, the maintenance of the fuel injection amount, and the decrease of the fuel injection amount may be selected according to the deceleration request. For example, if the deceleration request is weak, the decrease rate of the actual fuel injection amount is selected to be decreased, if the deceleration request is medium, the maintenance of the fuel injection amount is selected, and if the deceleration request is strong, the decrease in the fuel injection amount is selected. It may be.

Here, the deceleration request determining means may determine whether or not there is a deceleration request for the diesel engine based on the accelerator opening or a physical quantity corresponding to the accelerator opening. If it is determined whether there is a request for deceleration of the diesel engine based on the accelerator opening,
A particularly good response is obtained because the driver's requirements are directly known.

According to a third aspect of the present invention, there is provided a diesel engine transient fuel injection amount control device that reduces the actual fuel injection amount of a diesel engine to a required fuel injection amount calculated in accordance with the operation state of the diesel engine. Until the deceleration smoothed fuel injection amount calculated by the smoothing calculation catches up, the transient injection amount control of the diesel engine that executes the deceleration smoothing control that sets the actual fuel injection amount based on the deceleration smoothed fuel injection amount An acceleration request determination unit that determines the presence or absence of an acceleration request of the diesel engine, and, during execution of the deceleration annealing control, when it is determined that the acceleration request determination unit has received an acceleration request, An acceleration-requested-fuel-injection-quantity setting unit that sets the change rate of the actual fuel injection amount to be higher than the change rate of the deceleration-averaged fuel injection amount calculated by the deceleration-average calculation. Characterized by comprising a.

As described above, the acceleration request-time fuel injection amount setting means determines the actual fuel injection amount when the acceleration request determination means determines that the acceleration request has been made during the deceleration smoothing control. The rate of change is made higher than the rate of change of the deceleration smoothing fuel injection amount calculated by the deceleration smoothing calculation. For this reason, during the deceleration smoothing control, it is possible to immediately respond to the driver's acceleration request, and it is possible to improve drivability.

Here, when the rate of change of the actual fuel injection amount is higher than the rate of change of the deceleration smoothing fuel injection amount, the deceleration smoothing control indicates that the fuel injection amount is decreasing, that is, the change rate is a negative value. However, the degree of reduction is made lower than the reduction rate, or the fuel injection amount at the time when it is determined that the acceleration request has been made by the acceleration request determination means without decreasing is maintained (change rate is 0). , Or conversely, increase (the rate of change is a positive value).

It is to be noted that the degree of decrease in the rate of decrease of the fuel injection amount, maintenance of the fuel injection amount, increase of the fuel injection amount, or The degree of the increase rate of the fuel injection amount may be selected, for example, according to the strength of the acceleration request. Further, any one of the reduction of the decrease rate of the fuel injection amount, the maintenance of the fuel injection amount, and the increase of the fuel injection amount may be selected according to the acceleration request. For example, if the acceleration request is weak, the decrease rate of the actual fuel injection amount is selected to be reduced, if the acceleration request is medium, the maintenance of the fuel injection amount is selected, and if the acceleration request is strong, the increase in the fuel injection amount is selected. It may be.

Here, as described in claim 4, the acceleration request determining means may determine whether or not there is an acceleration request for the diesel engine based on the accelerator opening or a physical quantity corresponding to the accelerator opening. If it is determined whether there is a request to accelerate the diesel engine based on the accelerator opening,
A particularly good response is obtained because the driver's requirements are directly known.

The physical quantity corresponding to the accelerator opening is:
As shown in claim 5, for example, the required fuel injection amount calculated according to the operating state of the diesel engine is cited. The driver's request for acceleration / deceleration is reflected in the operating state of the diesel engine, and the acceleration / deceleration request appears in the required fuel injection amount. Therefore, good responsiveness can be obtained even if the presence or absence of the acceleration / deceleration request of the diesel engine is determined based on the required fuel injection amount. The operation state of the diesel engine in this case includes, for example, a combination of the accelerator opening and the rotation speed of the diesel engine. That is, the required fuel injection amount may be determined according to the accelerator opening and the rotational speed of the diesel engine.

If the required fuel injection amount is set to the actual fuel injection amount, the actual fuel injection amount is equal to the required fuel injection amount. The actual fuel injection amount may be used as the physical amount corresponding to the degree.

As described in claim 6, if the diesel engine is used, for example, for driving an automobile, the transient injection amount control device for the diesel engine has the above-mentioned effects in the operation of the automobile. Can be caused.

[0025]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [First Embodiment] FIG. 1 is a schematic diagram showing one embodiment of a transient injection quantity control device of a pressure-accumulation type diesel engine (common rail type diesel engine) 1 to which the above-described invention is applied. It is a block diagram. The accumulator type diesel engine 1 is mounted on an automobile and used as a drive source for running the automobile.

In the diesel engine 1, a plurality of cylinders (four cylinders in the present embodiment) {1, # 2, # 3}
The injectors 2 constituting fuel injection means are provided for the combustion chambers of the cylinders # 1 to # 4, respectively. Fuel injection from the injector 2 to each of the cylinders # 1 to # 4 of the diesel engine 1 is controlled by turning on / off an injection control solenoid valve 3.

The injector 2 is connected to a common rail 4 serving as a pressure accumulating pipe common to the cylinders. While the injection control solenoid valve 3 is open, the fuel in the common rail 4 is supplied from the injector 2 to each cylinder # 1. To # 4. A relatively high pressure corresponding to the fuel injection pressure is continuously accumulated in the common rail 4. In order to realize this pressure accumulation, the common rail 4 is connected to a discharge port 6 a of a supply pump 6 via a supply pipe 5. In the middle of the supply pipe 5, a check valve 7 is provided. Due to the presence of the check valve 7, the supply of fuel from the supply pump 6 to the common rail 4 is permitted, and the reverse flow of fuel from the common rail 4 to the supply pump 6 is restricted.

The supply pump 6 has a suction port 6b
Is connected to the fuel tank 8 via a filter 9, and a filter 9 is provided in the middle of the fuel tank 8. The supply pump 6 draws fuel from the fuel tank 8 via the filter 9. At the same time, the supply pump 6 reciprocates the plunger by a cam (not shown) synchronized with the rotation of the diesel engine 1 to increase the fuel pressure to a required predetermined pressure. Then, the supply pump 6 supplies high-pressure fuel to the common rail 4.

Further, the discharge port 6 of the supply pump 6
A pressure control valve 10 is provided near a. The pressure control valve 10 is for controlling the pressure of the fuel discharged from the discharge port 6a toward the common rail 4 (therefore, the discharge amount). When the pressure control valve 10 is opened, excess fuel not discharged from the discharge port 6a is supplied to the return port 6c provided in the supply pump 6.
Through the return pipe 11 to the fuel tank 8.

In the combustion chamber of the diesel engine 1,
The intake passage 13 and the exhaust passage 14 are connected to each other. A throttle valve (not shown) is provided in the intake passage 13, and the flow rate of intake air introduced into the combustion chamber is adjusted by opening and closing the throttle valve according to operating conditions.

In the combustion chamber of the diesel engine 1, a glow plug 16 is provided. The glow plug 16 glows itself by flowing a current through the glow relay 16a immediately before the start of the diesel engine 1,
This is a start-up assist device that sprays a part of the fuel spray to promote ignition and combustion.

The diesel engine 1 is provided with the following various sensors and the like for detecting the state.
These detect the operating state of the diesel engine 1 in the present embodiment. That is, as shown in FIG. 1, the accelerator opening A is located near the accelerator pedal 15.
An accelerator sensor 21 for detecting the CCPF is provided, and a fully-closed switch 22 that outputs a fully-closed signal when the depression amount of the accelerator pedal 15 is zero is provided near the accelerator sensor 21.

An intake pressure sensor 23 is provided in the intake passage 13 via a filter 17 and a vacuum switching valve (VSV) 18. The intake pressure sensor 23 detects the intake pressure (intake pressure PM) inside the intake passage 13.

Further, the cylinder block of the diesel engine 1 is provided with a water temperature sensor 24 for detecting the temperature of the cooling water (cooling water temperature THW). In addition, the diesel engine 1 is provided with a starter 19 for starting the diesel engine 1.
The starter 19 is provided with a starter switch 25 for detecting the operation state. Starter switch 2
Reference numeral 5 denotes a starter signal STA when the driver operates an ignition switch (not shown) from an OFF position to a start position at the start of the diesel engine 1 and operates the starter (when the engine is in a cranking state). Is output as “ON”.

When the start of the diesel engine 1 is completed (it becomes a complete explosion state) and the ignition switch is returned from the start position to the ON position, the starter switch 25 outputs the starter signal STA as "OFF". I do.

In addition, the return pipe 11 is provided with a fuel temperature sensor 26 for detecting the fuel temperature THF. Further, the common rail 4 is provided with a fuel pressure sensor 27 as fuel pressure detecting means for detecting the pressure of the fuel in the common rail 4 (fuel pressure PC).

In this embodiment, an NE sensor 28 is provided near a pulsar provided on a crankshaft (not shown) of the diesel engine 1. Further, the rotation of the crankshaft is transmitted via a timing belt or the like to a camshaft (not shown) for opening and closing the intake valve 31 and the exhaust valve 32.
The camshaft is set to rotate at a rotation speed of 1/2 of the crankshaft. A G sensor 29 is provided near the pulser provided on the camshaft. In the present embodiment, the engine speed NE, the crank angle CA, and the top dead center (TDC) of each of the cylinders # 1 to # 4 are calculated based on the pulse signals output from the sensors 28 and 29. It has become.

In the present embodiment, an electronic control unit (EC) for controlling various controls of the diesel engine 1 is provided.
U) 51 is provided, and the ECU 51 performs processing for controlling the diesel engine 1 such as fuel injection amount control.

The electrical configuration of the ECU 51 will be described with reference to the block diagram of FIG. The ECU 51 includes a central processing controller (CPU) 52, a read-only memory (ROM) 53 in which predetermined programs and maps are stored in advance,
A random access memory (RAM) 54 for temporarily storing the operation results of the PU 52, a backup RAM 55 for storing previously stored data and the like, a timer counter 56, and the like are provided, and an input interface 57 and an output interface 58 are provided. I have. Further, the above-described units 52 to 56 are connected to the input interface 57 and the output interface 58 by a bus 59.

The above-described accelerator sensor 21, intake pressure sensor 23, water temperature sensor 24, fuel temperature sensor 26, fuel pressure sensor 27, etc. are respectively composed of a buffer, a multiplexer, an A / D
It is connected to an input interface 57 via a converter (neither is shown).

Further, the NE sensor 28 and the G sensor 29
It is connected to an input interface 57 via a waveform shaping circuit (not shown). Further, a fully closed switch 22,
The starter switch 25 is directly connected to the input interface 57.

The CPU 52 includes the sensors 21 to 29 described above.
Is read through the input interface 57. Further, the solenoid valve 3, the pressure control valve 10, and the VSV 18 are connected to an output interface 58 via a drive circuit (not shown). CPU
52 suitably controls the solenoid valve 3, the pressure control valve 10, the VSV 18 and the like via an output interface 58 based on an input value read via an input interface 57.

Next, in this embodiment, the ECU 51
The fuel injection control process of the control executed by the control will be described. First, FIG. 3 and FIG. 4 are flowcharts showing a basic injection amount calculation routine executed by the ECU 51. This routine is executed by interruption every 180 ° crank angle (every explosion stroke). Steps in the flowchart corresponding to each process are represented by “SＳ”.

When the processing of the basic injection amount calculation routine is started, first, a governor injection amount QGOV (corresponding to the required fuel injection amount and also to the physical amount corresponding to the accelerator opening ACCPF) is obtained (S100). ). The governor injection amount QGOV is determined by the rotational speed NE of the diesel engine 1 detected by the NE sensor 28 and the accelerator sensor 21
From the accelerator opening ACCPF detected by For example, it is calculated by the following equation (1).

[0045]

QGOV ← A + B × ACCPF−C × NE (1) where A is a constant, B is a positive constant, and C is the accelerator opening A.
It is a positive value obtained from the table showing the tendency in the graph shown in FIG. 5 according to the CCPF. The value of C is
Based on the accelerator opening ACCPF, the value of C may be calculated by a calculation formula for calculating the value of C so as to have the same tendency as in FIG.

Next, the value of the governor injection amount QGOV obtained in step S100 is the same as the value of the previous basic fuel injection amount QBAS.
It is determined whether or not EOL is equal to or more than (E110). For example,
When the governor injection amount QGOV calculated in step S100 is equal to or greater than the previous basic fuel injection amount QBASEOL by the driver depressing accelerator pedal 15, ("YES" in S110), governor injection amount QGOV.
It is determined whether or not a positive value is set in (S14).
0).

If the governor injection amount QGOV ≦ 0 (“NO” in S140), the basic fuel injection amount QBA
Governor injection amount QGO to SE (corresponding to actual fuel injection amount)
V is set (S150), and then the previous basic fuel injection amount Q
The basic fuel injection amount QBASE is set as the value of BASEOL (S160).
Accelerator opening ACCP detected this time as PFOL
F is set (S162), and the process ends once.

As described above, the governor injection amount QGOV ≦ 0
Then, the basic fuel injection amount QBASE is set to a negative value or a value of 0, and no actual fuel injection is performed. That is,
In the case of the governor injection amount QGOV ≦ 0, it cannot be estimated that there is a request for acceleration by the driver. Therefore, if the governor injection amount QGOV ≦ 0, step S1 described later is performed.
In the process of 70 to S230, a process of increasing the basic fuel injection amount QBASE, for example, the processes of steps S210 and S230, is executed even though the driver does not desire acceleration. In this case, useless injection is performed, so that the determination in step S140 is performed in order to eliminate the useless fuel injection.

When it is determined in step S140 that QGOV> 0 ("YES" in S140), that is, when it is estimated that an acceleration request has been made, the governor injection amount QGOV is then reduced to the load load injection amount QRL. Is determined (S170). Here, the load-load injection amount QRL means a fuel injection amount that can achieve the current engine speed NE in a no-load state. For example, FIG.
Is calculated from a table using the engine speed NE as a parameter.

If QRL ≧ QGOV (“NO” in S170), the acceleration smoothing fuel injection amount Q
The load / load injection amount QRL is set in SMA (S1
80).

Next, the accelerator opening ACC detected this time is
PF is the previous accelerator opening ACCPFOL-allowable width α
Is determined (S200). Here, the allowable width α is a positive value, and the accelerator opening ACC
It is provided to detect whether the PF has changed to the decreasing side. If the accelerator operation is being performed or the acceleration operation has been completed, that is, if the driver is depressing the accelerator pedal 15 or the depression is stopped and the operation is stable, the accelerator opening ACCPF is increased or maintained. It is determined as “NO” in S200.

Then, it is determined whether or not the governor injection amount QGOV exceeds the acceleration smoothing fuel injection amount QSMA (S220). In the immediately preceding step S180, the load-load injection amount QR is added to the acceleration smoothed fuel injection amount QSMA.
Since L is set and QRL ≧ QGOV (“NO” in S220), the basic fuel injection amount QBA
The governor injection amount QGOV is set in SE (S15)
0).

Next, the previous basic fuel injection amount QBASEO
The basic fuel injection amount QBASE is set to L (S160),
The accelerator opening ACCPF detected this time is set to the previous accelerator opening ACCPFOL (S162), and the process is temporarily terminated.

As described above, the driver is depressing the accelerator pedal 15 for acceleration, and the governor injection amount QGO
If V has not reached the load injection amount QRL, steps S100, S110, S14 are performed.
0, S170, S180, S200, S220, S15
0, S160, and S162 are continued. That is, every time the basic injection amount calculation routine is executed, the governor injection amount QGOV is always set as the basic fuel injection amount QBASE in the process of step S150.

This means that even if the driver accelerates suddenly, the governor injection amount QGOV becomes equal to the load / load injection amount QR.
Until L is reached, it means that a rapid increase in the fuel injection amount is allowed. This is due to the nature of diesel engines,
Up to the load-load injection amount QRL, acceleration torque is not substantially generated even if rapid fuel increase is performed, so that an acceleration shock does not occur. Since the responsiveness is reduced when the smoothing process is started before, the rapid increase of the fuel injection amount is allowed until the governor injection amount QGOV reaches the load load injection amount QRL.

When the acceleration operation as described above continues and the governor injection amount QGOV overtakes the load load injection amount QRL, "YES" is determined in step S170 after steps S100, S110, and S140, and the next Then, the acceleration smoothing fuel injection amount QSMA is calculated by the smoothing calculation during acceleration as shown in the following Expression 2 (S190).

[0057]

[Formula 2] QSMA ← QBASEOL + QSMA1 [Formula 2] Here, the first acceleration smoothing amount QSMA1 is a positive value, and the accelerator opening ACCPF, the engine speed NE, and the shift position are used as parameters, and a map or It is obtained by a calculation formula. This map or calculation formula indicates that the larger the accelerator opening ACCPF is, the larger the first acceleration smoothing amount QS is.
The value of MA1 is set to be large. Also,
The value of the first acceleration smoothing amount QSMA1 with respect to the engine speed NE and the shift position is set such that appropriate operation of the diesel engine 1 is realized in accordance with the exhaust gas countermeasures of the diesel engine 1 and other functional designs. Have been.

Next, after "NO" is determined in the step S200, a determination process in a step S220 is performed. Here, when the governor injection amount QGOV is rapidly increasing and the governor injection amount QGOV is larger than the acceleration smoothed fuel injection amount QSMA ("YE" in S220).
S "), the acceleration smoothing fuel injection amount QSMA is set to the basic fuel injection amount QBASE (S230), and step S16 is performed.
After passing through 0 and S162, the process is temporarily terminated.

A series of processing described above (S100, S11
0, S140, S170, S190, S200, S22
0, S230, S160, and S162) are the basic fuel injection amounts because when the governor injection amount QGOV exceeds the load load injection amount QRL and rapidly increases the fuel injection amount, an acceleration shock occurs due to a rapid increase in engine torque. QB
This is to prevent the acceleration shock by limiting the increase in ASE to be equal to or less than the acceleration smoothing fuel injection amount QSMA. From the beginning, the acceleration operation is small, the rise of the governor injection amount QGOV is slow, and the acceleration smoothed fuel injection amount Q
If SMA is not exceeded (“N” in S220
O "), the basic fuel injection amount QBASE includes the governor injection amount Q
GOV is set (S150), and acceleration smoothing control is not entered.

Next, during the acceleration smoothing control, when the depression of the accelerator pedal 15 becomes slow and the governor injection amount QGOV is stabilized, a series of processes described above (S100, S11)
0, S140, S170, S190, S200, S22
0, S230, S160, S162),
Accelerated smoothed fuel injection amount QSMA is governor injection amount QGOV
Catch up with. That is, “NO” in step S220
Is determined and the governor injection amount QGOV is set as the basic fuel injection amount QBASE (S150). Thus, the acceleration annealing process ends.

If the accelerator pedal 15 is released during the acceleration smoothing process described above, the following process is performed. That is, a series of processes (S100, S110, S140, S170, S19) as the acceleration annealing process
0, S200, S220, S230, S160, S16
While repeating 2), the accelerator opening ACCPFO
Accelerator opening AC detected this time is larger than L-allowable width α
If the CPF decreases, “Y” in step S200
ES ”. As a result, the acceleration smoothed fuel injection amount QSMA is set to a value represented by the following equation 3 (S210).

[0062]

[Formula 3] QSMA ← QBASEOL + QSMA2 [Formula 3] Here, the second acceleration smoothing amount QSMA2 is a predetermined positive value, and the first acceleration smoothing amount QSMA1 described above.
Is set to a value smaller than the value that can be taken.

Therefore, in step S230 after the determination of "YES" is made in step S220, the basic fuel injection amount QBASE includes the second acceleration smoothing amount QSM.
The acceleration smoothed fuel injection amount QSMA increased by A2 is set. That is, the acceleration smoothed fuel injection amount QSMA having the reduced change rate is set to the basic fuel injection amount QBASE.

Thus, even if the driver returns the accelerator pedal 15 during the acceleration smoothing process,
When “YES” is determined in the step S200 and the step S210 is executed, the increase in the fuel injection amount can be slowed down immediately by responding.

Next, the deceleration smoothing process will be described.
As the accelerator sensor 21 detects that the accelerator pedal 15 is returned by the deceleration operation, the governor injection amount QGOV decreases, and if QGOV <QBASEOL ("NO" in S110), It is determined whether or not the basic fuel injection amount QBASEOL exceeds the load-load injection amount QRL (S300).

While the previous basic fuel injection amount QBASEOL exceeds the load load injection amount QRL ("YES" in S300), as shown in the following equation 4, the deceleration smoothing fuel injection is calculated by the deceleration smoothing calculation. The quantity QSMD is set (S310).

[0067]

QSMD ← QBASEOL − QSMD1 [Equation 4] Here, the first deceleration smoothing amount QSMD1 is a positive value, and the accelerator opening ACCPF, the engine speed NE, and the shift position are used as parameters in a map or It is obtained by a calculation formula. This map or calculation formula indicates that the larger the accelerator opening ACCPF, the larger the first deceleration smoothing amount QS
The value of MD1 is set to be large. Also,
The value of the first deceleration smoothing amount QSMD1 with respect to the engine speed NE and the shift position is set such that appropriate operation of the diesel engine 1 is realized in accordance with the exhaust gas countermeasures and other functional designs of the diesel engine 1. Have been.

Next, the accelerator opening ACC detected this time is
PF is the previous accelerator opening ACCPFOL + allowable width β
Is determined (S320). Here, the allowable width β is a positive value, and the accelerator opening AC
It is provided to detect whether the CPF has changed to the increasing side. The allowable range β may be the same value as the allowable range α on the acceleration smoothing control side, or may be a different value. The value of β together with the allowable range α is appropriately set by control design.

During deceleration or when deceleration operation is completed,
That is, if the driver is returning the accelerator pedal 15 or the return is stopped and the state is stable, the accelerator opening ACCPF is reduced or maintained, so that the determination in step S320 is “NO”.

Then, it is determined whether or not the governor injection amount QGOV exceeds the deceleration smoothed fuel injection amount QSMD (S340). When the driver is rapidly returning the accelerator pedal 15, the decrease in the governor injection amount QGOV is reduced by the deceleration smoothing fuel injection amount QSM set in step S310.
If the speed is faster than the decrease in D, QSMD> QGOV ("NO" in S340), so that the basic fuel injection amount QBASE
Is set to the deceleration smoothed fuel injection amount QSMD (S36).
0). When the driver is slowly returning the accelerator pedal 15, the decrease in the governor injection amount QGOV is determined in step S310.
If the time is slower than the decrease in the deceleration smoothed fuel injection amount QSMD set in the above, QSMD <QGOV is satisfied (S34).
0 and “YES”), the governor injection amount QGOV is set as the basic fuel injection amount QBASE (S350).

Next, the previous basic fuel injection amount QBASEO
The basic fuel injection amount QBASE is set to L (S160),
The accelerator opening ACCPF detected this time is set to the previous accelerator opening ACCPFOL (S162), and the process is temporarily terminated.

The driver operates the accelerator pedal 15 to decelerate.
Is being returned, and the governor injection amount QGOV is not reduced to the load / load injection amount QRL, steps S100, S110, S300, S
310, S320, S340, S350 (or S36)
0), S160, and S162 are continued. That is, every time the basic injection amount calculation routine is executed, the basic fuel injection amount QBASE is set to the larger of the governor injection amount QGOV and the deceleration smoothed fuel injection amount QSMD in the processing of step S350 or step S360. The fuel injection amount is set.

This is because, when the fuel injection amount is rapidly reduced in the fuel injection amount region exceeding the load-load injection amount QRL, a deceleration shock occurs due to a rapid decrease in the driving torque. That is, the decrease is restricted to be equal to or less than the deceleration smoothing fuel injection amount QSMD. That is, by making the determination of “NO” in step S340 and executing step S360, the deceleration smoothing process is performed and the deceleration shock is prevented.

When the accelerator pedal 15 is returned, steps S100, S110, S300, S310, S32 are performed.
0, S340, S350 (or S360), S16
If the previous basic fuel injection amount QBASEOL becomes equal to or less than the load-load injection amount QRL ("NO" in S300) during the repetition of the processes of 0 and S162, 0 is set to the deceleration smoothed fuel injection amount QSMD. (S315).

Then, in a state where the accelerator opening ACCPF is decreasing ("NO" in S320), the determination in step S340 is made. In this determination, if the governor injection amount QGOV is still set to a value exceeding 0,
Since QSMD <QGOV ("YE" in S340)
S "), the basic fuel injection amount QBASE includes the governor injection amount Q.
GOV is set (S350).

With the rapid return of the accelerator pedal 15,
If the deceleration smoothed fuel injection amount QSMD is set in the basic fuel injection amount QBASE until immediately before, the governor injection is smaller than the deceleration smoothed fuel injection amount QSMD in the processing of the basic injection amount calculation routine immediately before. The quantity QGOV is small. Therefore, when the governor injection amount QGOV is set in the basic fuel injection amount QBASE in step S350, the fuel injection amount decreases stepwise. However, since the basic fuel injection amount QBASE is a stepwise decrease in the state where the load amount is equal to or less than the load injection amount QRL, the torque does not substantially affect the vehicle speed, and no deceleration shock occurs.

In this manner, the state returns to the state where the governor injection amount QGOV is reflected on the basic fuel injection amount QBASE. The basic fuel injection amount QBASE is equal to the load load injection amount Q.
RL, the governor injection amount QGO
If the decrease in V is slower than the decrease in the deceleration smoothed fuel injection amount QSMD set in step S310, and the deceleration smoothed fuel injection amount QSMD catches up with the governor injection amount QGOV, QSMD <QGOV (S340). "YES"), the governor injection amount QGOV is set as the basic fuel injection amount QBASE (S350).

As described above, the state where the deceleration smoothing fuel injection amount QSMD is set in the basic fuel injection amount QBASE by rapidly returning the accelerator pedal 15, that is,
If the driver depresses the accelerator pedal 15 to start the acceleration operation while the deceleration smoothing control is being performed,
The following processing is performed.

First, as deceleration smoothing control, step S
100, S110, S300, S310, S320, S
The processes of 340, S360, S160, and S162 are repeated. Here, the fact that the driver has performed the acceleration operation indicates that the accelerator opening ACCPF> the previous accelerator opening ACCPF.
Let it be assumed that OL + β has been reached. At this time, since the governor injection amount QGOV is much smaller than the deceleration smoothed fuel injection amount QSMD, the previous basic fuel injection amount QBA for which the deceleration smoothed fuel injection amount QSMD is set.
The governor injection amount QGOV is smaller than SEOL, and the determination in step S110 is also “NO”, and the processing on the deceleration side (S300 to S360) is continued.

However, since the accelerator opening ACCPF> the previous accelerator opening ACCPFOL + β (S32
0 and “YES”), and after step S320, the deceleration smoothed fuel injection amount QSMD is set as in the following equation 5 (step S330).

[0081]

QSMD ← QBASEOL−QSMD2 (Equation 5) Here, the second deceleration smoothing amount QSMD2 is a preset positive value, and the first deceleration smoothing amount QSMD1 described above.
Is set to a value smaller than the value that can be taken.

Therefore, in step S360 after "NO" is determined in step S340, the basic fuel injection amount QBASE includes the second deceleration smoothing amount QSMD.
The deceleration smoothed fuel injection amount QSMD reduced by 2 minutes is set. That is, the rate of change has increased (meaning that the absolute value of the rate of change, which is a negative value, has decreased).
The deceleration smoothed fuel injection amount QSMD is equal to the basic fuel injection amount QBA.
Set to SE.

As a result, even if the driver depresses the accelerator pedal 15 during the deceleration smoothing process, "YES" is determined in the step S320, and the step S330 is immediately executed. pls respond,
The decrease in the fuel injection amount can be reduced.

According to the embodiment described above, the following operation and effect can be obtained. That is, as shown in the timing chart of FIG. 7, when the driver depresses the accelerator pedal 15 to start acceleration (time T0), the steps of the basic injection amount calculation routine executed immediately after that at the timing of 180 ° CA. In both S110 and S140, "YE
S ”, and initially, the load / load injection amount QRL>
Since it is the governor injection amount QGOV, step S170
Is determined to be “NO”, and the acceleration smoothing fuel injection amount QS
The load-load injection amount QRL is set in MA (S1).
80). Therefore, in the process of step S220 after the determination of “NO” in step S200, it is determined to be “NO” because the governor injection amount QGOV <the acceleration smoothing fuel injection amount QSMA. The governor injection amount QGOV is set to the fuel injection amount QBASE.

Therefore, the load / load injection amount QRL =
Until time T1 when the governor injection amount QGOV is reached, the basic fuel injection amount QBASE (shown by a solid line) is set based on the governor injection amount QGOV. Even if the governor injection amount QGOV increases rapidly, the vehicle is not accelerated up to the load / load injection amount QRL, so that no acceleration shock occurs. In addition, since the fuel injection amount rapidly increases to the load-load injection amount QRL according to the acceleration operation, the responsiveness to the acceleration operation is good.

After time T1, the governor injection amount QGOV exceeds the load load injection amount QRL ("YES" in S170), and the acceleration smoothed fuel injection amount QSMA is set to the first value in each processing cycle by the processing in step S190. The acceleration smoothing amount QSMA is suppressed to an increase of one minute. As the basic fuel injection amount QBASE is set to the smaller value of the governor injection amount QGOV and the accelerated smoothed fuel injection amount QSMA by the processing of steps S220, S150, and S230, it is shown in FIG. Governor injection quantity QGO
If the increase of V (shown by a dashed line) is rapid and faster than the increase of the acceleration smoothing fuel injection amount QSMA, the basic fuel injection amount QBASE becomes equal to the first acceleration smoothing amount QS after time T1.
It can be suppressed to MA1 minute rise. That is, the control enters the acceleration annealing control.

During the acceleration smoothing control, the accelerator opening ACCPF <the previous accelerator opening ACCPF
OL-α (time T3: “YE at S200”
S "), the accelerated smoothed fuel injection amount QSMA is switched to an increase by the second accelerated smoothed amount QSMA2 for each processing cycle (S210). That is, even when the driver requests a deceleration, the governor injection amount QGO is still
Since V is larger than the previous basic fuel injection amount QBASEOL, conventionally, the basic fuel injection amount QBASE maintains an increase (shown by a broken line) for the first acceleration smoothing amount QSMA1 as it is. In the present embodiment,
Basic fuel injection amount QBASE according to the driver's deceleration request
Is switched to an increase of the second acceleration smoothing amount QSMA2, which is a smaller increase rate than before.

Thus, even during the acceleration smoothing control, it is possible to respond to the driver's request for deceleration. That is, when the driver shifts from the acceleration operation to the deceleration operation,
Conventionally, acceleration has been continued until now, causing the driver to feel uncomfortable.However, in the present embodiment, if there is a deceleration operation, the driver immediately responds to the driver's deceleration request by decelerating the acceleration immediately. Can be. Therefore, good drivability can be achieved without giving the driver an uncomfortable feeling.

Further, since it is possible to respond to the driver's deceleration request at an early stage, there is a secondary effect of reducing the amount of exhaust gas and reducing white smoke. This is the same when shifting from the deceleration operation to the acceleration operation. That is, in FIG. 7, when the governor injection amount QGOV <the previous basic fuel injection amount QBASEOL due to the deceleration operation (time T4: “NO” in S110), in the fuel injection amount region larger than the load load injection amount QRL (S300). "YES"), step S
At 310, the deceleration smoothed fuel injection amount QSMD is set to decrease by the first deceleration smoothed amount QSMD for each processing cycle. Then, steps S340 and S35
0, the basic fuel injection amount QBASE
The governor injection amount QGOV and the deceleration smoothed fuel injection amount Q
The larger value of SMD is set. For this reason,
As shown in FIG. 7, when the governor injection amount QGOV (indicated by a dashed line) decreases rapidly and is faster than the decrease in the deceleration smoothed fuel injection amount QSMD, the basic fuel injection amount QBASE does not decelerate after the time T4. The amount of QSMD can be reduced by one minute. That is, deceleration smoothing control is started.

During the deceleration smoothing control, the accelerator opening ACCPF> the previous accelerator opening ACCPF
OL + β (time T5: “YE at S320”
S "), the deceleration smoothed fuel injection amount QSMD is switched to a decrease by the second deceleration smoothed amount QSMD for each processing cycle (S330). That is, even when the driver requests acceleration, the governor injection amount QGO is still obtained.
Since V is smaller than the previous basic fuel injection amount QBASEOL, conventionally, the first deceleration smoothing amount QSM
Maintain a descent of D1 (shown in broken lines). However, in the present embodiment, the decrease of the basic fuel injection amount QBASE is switched to the decrease of the second deceleration smoothing amount QSMD2, which is a smaller decrease rate than before, in response to the driver's acceleration request. . That is, the change rate of the basic fuel injection amount QBASE is increased.

Thus, it is possible to respond to the driver's acceleration request even during the deceleration smoothing control. That is, when the driver shifts from deceleration operation to acceleration operation,
In the past, the conventional deceleration continued, causing the driver to feel uncomfortable.However, in the present embodiment, if there is an acceleration operation, the driver immediately responds to the driver's acceleration request by slowing down the deceleration. Can be. Therefore, good drivability can be achieved without giving the driver an uncomfortable feeling.

As described above, in both the acceleration smoothing control and the deceleration smoothing control, the acceleration / deceleration can be changed immediately in response to a change in the driver's request, and good drivability can be achieved in the entire driving operation. .

In the above embodiment, E
CU51 corresponds to deceleration request determination means, deceleration request time fuel injection amount setting means, acceleration request determination means, and acceleration request time fuel injection amount setting means. Step S200 corresponds to processing as deceleration request determination means. Step S320 corresponds to processing as acceleration request determination means, and step S330 corresponds to processing as acceleration request fuel injection amount setting means.

[Other Embodiments] In the above embodiment, the second acceleration smoothing amount QSMA2 may be “0” or a negative value. In addition, the second acceleration smoothing amount QSMA
The value of 2 may be determined according to the degree of the deceleration operation (the difference between the accelerator opening ACCPF and the previous accelerator opening ACCPFOL).

In the above embodiment, the second deceleration smoothing amount QSMD2 may be “0” or a positive value. Further, the value of the second deceleration smoothing amount QSMD2 is changed to the degree of the deceleration operation (the accelerator opening ACCPF and the previous accelerator opening ACC).
PFOL).

In the above embodiment, the deceleration request or the acceleration request during the smoothing control is the accelerator opening AC
Although detected by the change of the CPF, any other data may be used as the physical quantity corresponding to the accelerator opening ACCPF as long as the presence or absence of the request for deceleration of the diesel engine can be determined. For example, the governor injection amount QGO
V is obtained from the rotational speed NE of the diesel engine 1 detected by the NE sensor 28 and the accelerator opening ACCPF detected by the accelerator sensor 21.
It can be used as a physical quantity corresponding to the accelerator opening ACCPF.

[0097] Step S10 of the above embodiment
0, the governor injection amount QGOV is calculated by the above-described formula 1 based on the values of the rotational speed NE and the accelerator opening ACCPF of the diesel engine 1. However, a map corresponding to the rotational speed NE and the accelerator opening ACCPF is used. May be used to determine the governor injection amount QGOV.

Step S190 of the above embodiment
The first acceleration smoothing amount QSMA1 used in step S310 or the first deceleration smoothing amount QSMD1 used in step S310 can be obtained using the accelerator opening ACCPF, the engine speed NE, and the shift position as parameters. There may be.

The transient injection amount control apparatus for a diesel engine according to the present invention is applicable not only to a common rail type diesel engine but also to all other diesel engines capable of controlling a fuel injection amount such as a distribution type.

Although the embodiments of the present invention have been described above, the embodiments of the present invention include the following various technical items in addition to the technical items described in the claims. It should be noted that it has.

Load (accelerator opening ACCPF, etc.) and diesel engine speed (engine speed NE)
The smaller one of the injection amount (governor injection amount QGOV) and the smoothed injection amount during acceleration (accelerated smoothed fuel injection amount QSMA) based on the basic injection amount (basic fuel injection amount QBASE),
Fuel is supplied to the diesel engine based on the basic injection amount (basic fuel injection amount QBASE), and the current injection amount (governor injection amount QGOV) is changed from the previous basic injection amount (previous basic fuel injection amount QBASEOL). When it becomes large, the smooth injection amount during acceleration (acceleration smooth fuel injection amount QSM
A) In the transient injection amount control device for a diesel engine that performs control, when a deceleration request is detected during control of the smooth injection amount during acceleration (acceleration smoothing fuel injection amount QSMA),
Smooth injection amount during acceleration (acceleration smoothing fuel injection amount QSMA)
A transient injection control device for diesel engines that stops control.

With such a configuration, the same effect as that of the first aspect can be obtained. Here, the injection amount (governor injection amount QGOV) may be calculated according to the operating state of the diesel engine, as described in claim 1.
The deceleration request may be detected based on the accelerator opening or a physical quantity corresponding to the accelerator opening, as described in claim 2.

Load (accelerator opening degree ACCPF, etc.) and diesel engine speed (engine speed NE)
The larger of the injection amount (governor injection amount QGOV) and the smoothed injection amount during deceleration (decelerated smoothed fuel injection amount QSMD) based on the basic injection amount (basic fuel injection amount QBASE),
Fuel is supplied to the diesel engine based on the basic injection amount (basic fuel injection amount QBASE), and the current injection amount (governor injection amount QGOV) is changed from the previous basic injection amount (previous basic fuel injection amount QBASEOL). When it becomes smaller, the deceleration smoothed injection amount (deceleration smoothed fuel injection amount QSM
D) In the transient injection amount control device for the diesel engine that performs control, when an acceleration request is detected during the deceleration smooth injection amount (deceleration smoothing fuel injection amount QSMD) control,
Deceleration smoothing injection amount (Deceleration smoothing fuel injection amount QSMD)
A transient injection control device for diesel engines that stops control.

With such a configuration, the same effect as that of the third aspect can be obtained. Here, the injection amount (governor injection amount QGOV) may be calculated according to the operating state of the diesel engine.
Further, the acceleration request may be detected based on the accelerator opening or a physical quantity corresponding to the accelerator opening, as described in claim 4.

[0105]

According to the first aspect of the present invention, there is provided a diesel engine transient injection amount control device, wherein the deceleration request-time fuel injection amount setting means determines whether a deceleration request is issued by the deceleration request determination means during acceleration smoothing control. If it is determined that there is, the change rate of the actual fuel injection amount is set to be lower than the change rate of the acceleration smoothing fuel injection amount calculated by the acceleration smoothing calculation. For this reason, during the acceleration smoothing control, it is possible to immediately respond to the driver's deceleration request, thereby improving drivability.

As described in claim 2, the deceleration request determining means may determine whether there is a deceleration request for the diesel engine based on the accelerator opening or a physical quantity corresponding to the accelerator opening. If the presence / absence of a request for deceleration of the diesel engine is determined based on the opening, the driver's request is directly determined, so that particularly good responsiveness can be obtained.

According to a third aspect of the present invention, there is provided a diesel engine transient injection amount control device, wherein the acceleration request fuel injection amount setting means determines that an acceleration request has been made by the acceleration request determination means during execution of deceleration smoothing control. In this case, the change rate of the actual fuel injection amount is made higher than the change rate of the deceleration smoothed fuel injection amount calculated by the deceleration smoothing calculation. For this reason, during the deceleration smoothing control, it is possible to immediately respond to the driver's acceleration request, and it is possible to improve drivability.

According to a fourth aspect of the present invention, the acceleration request determining means may determine whether there is a request for acceleration of the diesel engine based on the accelerator opening or a physical quantity corresponding to the accelerator opening. If the presence or absence of a request for acceleration of the diesel engine is determined based on the opening, the request of the driver is directly determined, so that particularly good responsiveness can be obtained.

As described in claim 5, when the required fuel injection amount calculated in accordance with the operation state of the diesel engine is used as the physical quantity corresponding to the accelerator opening, the driver's request for acceleration / deceleration will be The acceleration / deceleration request is reflected in the required fuel injection amount by being reflected in the operation state. Therefore, good responsiveness can be obtained even if the presence or absence of the acceleration / deceleration request of the diesel engine is determined based on the required fuel injection amount.

As described in claim 6, if the diesel engine is used, for example, for driving an automobile, the transient injection amount control device for the diesel engine produces the above-described effects in the operation of the automobile. Can be done.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a transient injection amount control device of a pressure accumulating diesel engine as a first embodiment to which the present invention is applied.

FIG. 2 is a block diagram showing an electrical configuration of an ECU used in the first embodiment.

FIG. 3 is a flowchart showing a basic injection amount calculation routine executed by an ECU in the first embodiment.

FIG. 4 is a flowchart showing a basic injection amount calculation routine executed by an ECU in the first embodiment.

FIG. 5 is a graph showing a C used for calculating a governor injection amount QGOV;
FIG.

FIG. 6 is an explanatory diagram of a table of a load load injection amount corresponding to an engine speed NE.

FIG. 7 is a timing chart showing effects in the first embodiment.

[Description of Signs] 1 ... accumulation type diesel engine (common rail diesel engine), 2 ... injector, 3 ... solenoid valve for injection control, 4 ... common rail, 5 ... supply piping, 6 ... supply pump, 6a ... discharge port, 6b: suction port, 6c
... return port, 7 ... check valve, 8 ... fuel tank, 9 ...
Filter, 10: pressure control valve, 11: return pipe, 1
3 intake passage, 14 exhaust passage, 15 accelerator pedal, 16 glow plug, 16a glow relay, 17
... Filter, 18 ... Vacuum switching valve (V
SV), 19: starter, 21: accelerator sensor, 22
... Fully closed switch, 23 ... Intake pressure sensor, 24 ... Water temperature sensor, 25 ... Starter switch, 26 ... Fuel temperature sensor, 2
7: Fuel pressure sensor, 28: NE sensor, 29: G sensor, 31: Intake valve, 32: Exhaust valve, 51: Electronic control unit (ECU), 52: Central processing control unit (CPU), 53
... read-only memory (ROM), 54 ... random access memory (RAM), 55 ... backup RAM, 56 ...
Timer counter, 57 ... input interface, 58 ...
Output interface, 59 ... bus.

Claims (6)

[Claims] When the actual fuel injection amount of a diesel engine is accelerated and increased, an accelerated smoothing fuel injection calculated by an acceleration smoothing calculation to a required fuel injection amount calculated according to an operation state of the diesel engine. A transient injection amount control device for a diesel engine that executes an acceleration smoothing control that sets an actual fuel injection amount based on the acceleration smoothing fuel injection amount until the amount catches up. A deceleration request determining means for determining; and a rate of change of the actual fuel injection amount when the deceleration request determining means determines that a deceleration request is made during the acceleration smoothing control. A deceleration request fuel injection amount setting means for lowering the rate of change of the acceleration smoothing fuel injection amount calculated by the smoothing calculation; Injection amount control device. 2. The diesel engine according to claim 1, wherein the deceleration request determination unit determines whether there is a deceleration request for the diesel engine based on an accelerator opening or a physical quantity corresponding to the accelerator opening. Transient injection quantity control device. 3. A deceleration smoothing fuel injection calculated by a deceleration smoothing calculation to a required fuel injection amount calculated according to an operation state of the diesel engine when the actual fuel injection amount of the diesel engine is decelerated and reduced. A transient injection amount control device for a diesel engine that executes deceleration smoothing control for setting an actual fuel injection amount based on the deceleration smoothed fuel injection amount until the amount catches up. An acceleration request determining means for determining, and when the acceleration request determining means determines that an acceleration request has been made during the execution of the deceleration smoothing control, the change rate of the actual fuel injection amount is determined during the deceleration. An acceleration request fuel injection amount setting means for increasing the rate of change of the deceleration smoothing fuel injection amount calculated by the smoothing calculation. Injection amount control device. 4. The diesel engine according to claim 3, wherein the acceleration request determination unit determines whether or not there is a request for accelerating the diesel engine based on an accelerator opening or a physical quantity corresponding to the accelerator opening. Transient injection quantity control device. 5. The transient injection amount control device for a diesel engine according to claim 2, wherein the physical quantity corresponding to the accelerator opening is the required fuel injection amount. 6. The transient injection amount control device for a diesel engine according to claim 1, wherein the diesel engine is for driving an automobile.