JPS60111044A - Fuel injection timing controller - Google Patents

Abstract

PURPOSE:To aim at performing such fuel timing control as making the actual ignition timing stabilized against variations in an operation state detectable and excellent in accuracy at all times, by installing a conversion gain in time of converting a signal out of an ignition sensor into a voltage signal. CONSTITUTION:On the basis of various data values being read out, desired ignition timing Tb is found by using a map or the like, and when an ignition signal Ve is outptted from an ignition detecting circuit 12, actual ignition timing Tr is calculated on the basis of a tank angle reference signal out of a waveform shaping circuit 11 and the ignition signal Ve out of the ignition detecting circuit 12 whereby an error Terr between the actual ignition timeing Tr and the desired ignition timing Tb is calculated. Next, when an absolute value of the error Terr is larger than a preset value To, an error duty ratio DELTAD is found out of a map or a calculating formula on the basis of the error Terr, adding an error compensation duty ratio DELTAr, and an output duty ratio D is calculated. With this constituion, the output duty ratio in response to a state of operation is calculated so as to cuase the actual ignition timing calculated on the basis of the signal to be accorded with the desired ignition timing.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a fuel injection timing control device for controlling fuel injection timing of a diesel engine. The present invention relates to a fuel injection timing control device that controls a fuel injection member to reach a target ignition timing in accordance with engine operating conditions.

(Prior Art) Conventionally, a fuel injection timing control device for a diesel engine, as shown in Japanese Patent Application Laid-Open No. 58-70029, is equipped with various sensors for detecting the operating state of the engine, and determines the target ignition timing based on signals from these sensors. There has been a fuel injection timing control device that calculates the actual ignition timing in the engine combustion chamber, and controls the fuel injection timing of the fuel injection pump so that the actual ignition timing coincides with the target ignition timing.

By the way, in detecting the actual ignition timing, an ignition sensor is provided to detect combustion light in the combustion chamber, and the light signal from the ignition sensor is converted into a voltage signal by a predetermined conversion gain, and this signal level is The actual ignition timing is detected by comparing the magnitude of the ignition sensor and a predetermined detection level. However, as the output signal level from the ignition sensor changes greatly as the operating conditions change, It was difficult to detect a stable actual ignition timing in response to changes in conditions. In other words, the output signal of the ignition sensor at high speed and high load is several tens of times as large as the output signal of the J9 ignition sensor when the engine is idling, so for example, the conversion gain of the above ignition signal is If the setting is made in accordance with the output signal, the sensitivity may become too high at high speeds and high loads, causing malfunctions due to noise etc., resulting in problems such as the inability to detect accurate ignition timing, or vice versa. If the ignition sensor signal during high load is set accordingly, problems may occur such as a detection delay or failure to detect during idling.

(Object of the Invention) The present invention was made in view of the above-mentioned problems, and by setting the light-voltage conversion gain of the ignition signal according to the engine operating condition, stable and accurate performance can be achieved against fluctuations in the operating condition. It is an object of the present invention to provide a fuel injection timing control device that can detect ignition timing and perform accurate fuel injection timing control in accordance with engine operating conditions.

(Structure of the Invention) The structure of the present invention to achieve the above object is as shown in FIG. The target ignition timing should be calculated in response to the signal from the operating condition detector group (■) that detects the operating condition, and the actual ignition timing should be detected and the actual ignition timing should be matched with the 11 target ignition timing (fuel injection timing control). A fuel injection timing adjustment device comprising an electronic control means (2) that outputs a drive signal for the engine, and a fuel injection timing adjustment means (IV) that receives the output drive signal and adjusts the fuel injection timing of a fuel injection pump. In the above, the ignition light signal from the ignition sensor I is converted into a voltage signal to the electronic distribution control means II+ based on the signal from the sensor other than the ignition sensor I described in the column 2 of the operating state detector group 1■. Actual ignition timing detection method 1 for detecting the actual ignition timing in the combustion chamber by setting a conversion gain of a light-to-voltage conversion circuit that converts the light to voltage, and comparing a predetermined detection level with a signal from the light-to-voltage conversion circuit. The gist of this paper is a fuel injection timing control device characterized by providing -!■.

(Example) Hereinafter, the fuel injection timing control device of the present invention will be explained.
An embodiment applied to a Vl': type distribution fuel key 1 injection pump will be described with reference to the drawings.

FIG. 2 shows the overall configuration of this embodiment. In the figure, 1 is a crank angle sensor that generates a signal corresponding to the engine speed, 2 is an accelerator sensor that detects the amount of accelerator operation by the driver, and 3 is a crank angle sensor that generates a signal corresponding to the engine speed. is an injection amount sensor that detects the fuel injection amount, 4 is an intake pressure sensor that detects intake air pressure, 5 is an intake air temperature sensor that detects intake air temperature, 6 is a water temperature sensor that detects cooling water temperature, and 7 is a fuel temperature sensor. 8 is a battery voltage detector for taking in the power supply voltage to the electronic control unit 10; 9 is an ignition sensor for detecting the actual ignition timing; each of these sensors 1 to 9 corresponds to the operating state This corresponds to detector group H. 10 more
is an electronic control device consisting of a waveform shaping circuit 11, an ignition detection circuit 12, an A/D converter 13, a control circuit 14, and a drive circuit 15. The detection circuit 12 receives the signal from the ignition sensor 9, the A/D converter 13 receives the signals from the sensors 2 to 8, and the waveform shaping circuit 11 receives the crank angle signal. The ignition signal detected by the ignition detection circuit 12 and the A/D signal detected by the Δ/D converter 13
Each converted detection signal is sent to the CPUI of the control circuit 14.
4a, the CPU 14a in the control circuit 14, RO
M14b.

A fuel injection timing having an appropriate duty ratio is calculated in the RAM 14c. Then, a drive signal is outputted from the drive circuit 15 to the electromagnetic valve 21 of the /111 pressure timer 20 in accordance with the converted fuel injection timing, and the fuel injection timing is controlled. The electronic control unit IO corresponds to the electronic control means (2), and the ignition detection circuit 2 corresponds to the ignition timing detection means (2).

Next, the hydraulic timer 20 corresponds to the fuel injection timing adjustment means, and includes a solenoid valve 21, a timer piston 22,
It consists of a roller ring 23, a pump internal pressure chamber 24, a timer piston high pressure chamber 25, a low pressure chamber 26, a return spring 27, and the like. The second one is a vane type fuel pump. The timer piston 22 is connected to a roller ring 23,
When the timer piston 22 moves to the left in the figure, the roller ring 23 rotates in the clockwise rotation direction, and the fuel injection timing changes to the advance side. The permanent fuel pump 28 is rotated by a drive shaft (not shown) of the injection pump.
Fuel is pumped from the fuel tank to the pump internal pressure chamber 24.

The fuel in the pump internal pressure chamber 24 is injected into the engine, and is also guided to the timer piston high pressure chamber 25 through the throttle.
Since the position of the timer piston 22 is determined by the position where the pressure in the timer piston high pressure chamber 25 and the force of the return spring 27 in the low pressure chamber 26 are balanced, the position of the roller ring 23 is determined and the injection timing is determined.

Here, the crank angle sensor 1 detects the number of pulses proportional to the rotational speed by placing an electromagnetic pickup facing a gear-shaped inductor driven by the crankshaft of the engine, and in this embodiment, the crank angle reference signal is The engine rotation speed is calculated from the signal period of the crank angle sensor 1, which also serves as the crank angle sensor 1 for generating the signal. In other words, the crank angle sensor 1 detects the rotational angular position of the engine's crankshaft, and its configuration is, for example, as shown on the left side of FIG.
A gear IA is directly connected to the crankshaft and has eight equally divided protrusions, one of which is installed at a crank angle of 10 to 30 degrees in front of the upper point row to generate a pulse signal, which will be described later. It consists of an electromagnetic big amplifier IB whose voltage waveform at point a becomes an AC voltage signal Va as shown in FIG.
The AC voltage signal Va is waveform-shaped by a known waveform shaping circuit 11 as shown on the right side of FIG. 3 into a crank angle reference signal vb having a period Tn as shown in FIG. Furthermore, the accelerator sensor 2 is composed of a potentiometer or a differential lance, etc., and is designed to provide a response corresponding to the amount of accelerator operation.

As shown in FIG. 5, the injection amount sensor 3 includes a movable core 3A fixed to the spill ring 31 of the fuel injection pump via a lever, and two pairs of coils 3B wound around the outer circumference of a cylindrical bobbin.
and the fixing screw 3C that fixes the sensor body to the pump head.
The injection amount is detected by utilizing the fact that when the core 3A slides through the two pairs of coils, the inductance of the coils changes. In other words, when the amount of fuel injection is small, the spill ring 31 is located on the left side of the figure, and when a large amount of fuel injection is required, it moves to the right side of the figure. Therefore, when the amount of fuel injection is large, In this case, the output voltage value VQ is low (for example, 1V), and on the other hand, when the injection amount is small as in the case of idling operation, the output voltage value VQ is operated to be, for example, 3V.

Next, as the intake pressure sensor 4, for example, a semiconductor pressure detector is applied, and this is used to determine the amount of intake air based on the detected intake air pressure.

Further, the intake air temperature sensor, water temperature sensor, and fuel temperature sensor may each be a thermistor, and the temperature is detected by a resistance value corresponding to each temperature.

As the ignition sensor 9 for detecting the actual ignition timing, an ignition sensor for detecting combustion light having a structure as shown in FIG. 6 is used. As shown in FIG. 6, the ignition sensor 9 is mounted, for example, in the combustion chamber of the first cylinder of the engine, and includes a phototransistor 9A for photoelectrically converting combustion light.
and a light guide 9 that guides the combustion light to the phototransistor 9A.
B, their phototransistor 9A and light guide 9B
It consists of an external housing 9C for gripping.

The light guide 9B uses an optical fiber made of a light-transmissive substance made of quartz glass in the form of a rod, and its tip 9B1 is made to protrude from the housing 9c by about 5" to 5", so that it can be placed inside the combustion chamber. This makes it possible to detect combustion light.

Figure 7 shows the state in which the ignition sensor 9 described in item 1 is attached to an overflow chamber type diesel engine, where 41 is a cylinder head, 42 is a piston, 43 is an exhaust valve, 44 is an overflow chamber, and 45 is a fuel injection valve. Showing the nozzle. As shown in the figure, the ignition sensor 9 is attached to the cylinder belly button 1!4■ with a tip end protruding into the overflow chamber 44, and a light guide tip end 9B.
1 is fixed such that combustion light inside the combustion chamber is detected.

An electrical signal photoelectrically converted by the phototransistor 9A of the ignition sensor 9 as described above is input to the ignition detection circuit 12, where the waveform is shaped into a pulse signal representing the ignition timing and output to the control circuit 14. However, since this ignition detection circuit 12 is the main circuit according to the present invention, it will be explained in detail next.

FIG. 8 is a circuit diagram showing the ignition detection circuit 12. As shown in the figure, the ignition detection circuit 12 includes a light-to-voltage converter 50 that converts the signal from the ignition sensor 9 into voltage, and a waveform shaping device that compares the ignition signal level converted into voltage with a predetermined detection level to obtain an ignition timing signal. circuit 60 and light-voltage conversion circuit 5
This circuit includes a conversion gain setting circuit 70 that generates a signal for switching a conversion gain of 0, and outputs an ignition timing signal to the control circuit 14.

Here, the light-voltage conversion circuit 50 includes a load resistor 51 for converting the current signal from the phototransistor 9A into a voltage signal, a non-inverting amplifier circuit 52 for amplifying the voltage, and a circuit 11δ for outputting the output voltage Vc. be.

The waveform shaping circuit 60 is a circuit that compares the detection level Vd created by the resistor 61 and the resistor 62 with the output voltage Vc of the light-voltage conversion circuit 50 to obtain an ignition timing signal.

Further, the conversion gain setting circuit 70 is a circuit that outputs digital signals Vf and Vg corresponding to the signal Vq from the injection amount sensor 3. When the comparison voltages Vh and Vi are determined by the semi-fixed resistors 71 and 72 in a range where Vi<Vh, Vq
<When Vi, Vf-“' 11” and V g-”
I-F', and the load resistance 5 of the phototransistor 9Δ
1 is the value of the parallel connection of resistors 53, 54.degree. 55 because transistors 57 and 58 are both conductive. Similarly, when Vi<Vq<V l+, the load resistance 51 is the value of the parallel connection of the resistors 53 and 55, and Vh<V (When 1, the load resistance 5I becomes the resistance 53.The conversion gain of the light-voltage conversion circuit 50 is negative 6:j and is proportional to the resistance 51, so that the conversion gain is as shown in FIG.

Next, FIGS. 10(A), (B), and ('C) are diagrams showing the effects of this embodiment. (A) is a diagram showing voltages at various parts during idling, and the conversion gain is adjusted to obtain an appropriate ignition timing signal Ve. If the engine operating state becomes high rotation and high load with the conversion gain as it is, it will become as shown in (B). In (B), section I is the intake process, and the reason why the voltage Vc is at a high level here is because the wall temperature of the combustion chamber and the tip of the housing 9C of the ignition sensor 9 are heated due to the combustion of a large amount of fuel. , since infrared rays are generated, the phototransistor 9
This is because A undergoes photoelectric conversion. In addition, section ■ is the compression process, and as the infrared rays further increase due to the heat of compression, the voltage Vc increases, and the voltage exceeds the detection voltage Vd, generating the ignition timing signal Ve before the original ignition (Tf in the figure) occurs. . In this embodiment, when the fuel injection amount is large, that is, when Vq is small, the conversion gain becomes small as shown in FIG.
As shown in Figure (C), the ignition point Tf and the rising timing Tj of the ignition timing signal Ve can be made to coincide, and an appropriate ignition timing signal VC can always be obtained.

Next, various signals waveform-shaped by the waveform shaping circuit 11, the ignition detection circuit 12, or the A/D converter 13 are received, and the drive circuit 15 is configured to output a drive signal for driving the hydraulic timer 20. , the first processing operation of the controller 17δ14 that outputs a control signal with an optimal duty ratio.
Flowcharts not shown in Figures 1 to 14, and Figure 15
The explanation will be given according to the characteristic diagram shown in the figure.

The flowchart shown in FIG. 11 shows the main routine of the control circuit 14. When the power is turned on and processing is started, initialization processing for subsequent processing is first performed at step 101. Therefore, the values of the learning correction duty ratio Do and the error correction duty ratio ΔD, which will be described later, are set to rOJ.

In the following step 102, during waveform shaping 17611
, that is, the crank angle reference signal from the crank angle sensor 1 as shown in FIG.
is calculated, and in the following step 1゜3, the above-mentioned A/
Signals such as accelerator operation amount, fuel injection amount, intake pressure, intake air temperature, cooling water temperature, fuel temperature, and battery voltage that are converted into digital signals by the D converter 13 are read.

Next, in step 104, the basic duty ratio Db is calculated based on the engine speed NE calculated in step 102 and various data values read in step 103.
I get criticized. First, a target basic duty ratio Dp is calculated using a map or calculation formula that uses the fuel injection amount Q and the engine speed NE, which are determined according to the characteristics shown in FIG.
The basic duty ratio Db is determined by correcting this using a map or calculation formula using parameters such as battery voltage and fuel temperature.

After the basic duty ratio Db is calculated in step 104, the corrected duty ratio 1) r is calculated in the subsequent step 105, and this corrected duty ratio Dr is the basic duty ratio Db plus the learning correction duty ratio DO and error correction described later. It can be determined by adding the duty ratio ΔD.

In step 106, ζ is added to step 103.
The target ignition timing Tb is determined using a map or the like based on the various data values that have been read, and the process proceeds to step 107.

In step 107, it is determined whether or not the ignition signal Ve representing the actual ignition timing is outputted from the ignition detection circuit 12. If the ignition signal Ve is not outputted, "NO" is returned in this step 107. Determined °C step 108
On the other hand, from the ignition detection interval 11δ12, the ignition signal V
If e is output, it is determined that rYEsj, and the process moves to the subsequent step 109. Note that the process is step 10.
8, that is, when the ignition signal VC is not output from the ignition detection circuit 12, the ignition sensor v9
Alternatively, there may be cases where the ignition detection circuit 12 is damaged or malfunctions, the engine misfires, the fuel injection amount becomes zero, etc. In this step 108, the output duty ratio determined in step 105 is The process of setting the value of the corrected duty ratio Dr is executed, and step 102
Return to processing.

In step 109, the actual ignition timing Tr is calculated based on the tank angle reference signal from the waveform shaping circuit 11 and the ignition signal Ve from the ignition detection circuit 12, and in the next step 110, the actual ignition timing Tr and the Step 10
The error Terr with respect to the target ignition timing Tb determined in step 6 is calculated.

In the subsequent step 111, it is determined whether the absolute value of the error Terr is within a predetermined set value 70 or not. If the error 'e rr is larger than the set value To, it is determined as rNO,J in this step 111 and the process moves to step 112, while the error T e
If r is within the set value 70, it is determined as rYES and the process moves to step 113.

When the process of step 112 is executed, the error correction duty ratio ΔD is determined based on the error Terr using a map or a calculation formula, and in the next step 114, the output duty ratio is calculated by adding the error correction duty ratio Δr. be done.

In step 113, the same process as in step 108 is executed, and the value of the output duty ratio is set as the value of the corrected duty ratio 1)r, and the process moves to the subsequent step 115. Then, in step 115, the learning correction duty ratio Do used in executing the process in step 105 is calculated, and the error calculated in step 112 is calculated. A process for setting the I-positive duty ratio ΔD to "0" is executed. Furthermore, the learning correction duty ratio DO is
The output duty ratio determined in step 113 and the basic duty ratio determined in step 104 1) b
This can be seen from the difference between

When the processing in step 114 or step 115 is completed, step 1
The process moves to step 02, and the above-described process is executed again. In this way, in this main routine, the target ignition timing and actual ignition timing are calculated based on the signals from each sensor, and the output duty ratio is adjusted according to the operating condition in order to match the actual ignition timing with the target ignition timing. A calculation process is performed.

FIG. 12 shows a timer interrupt routine that is processed every certain period of time, that is, every period on the drive output side. First, in step 201, the fixed time interrupt process is executed, and then in step 202, the above-mentioned main routine is executed. A control signal corresponding to the determined output duty ratio is output to the drive circuit 15.

FIG. 13 shows an ignition interrupt routine that is processed every time the ignition signal Ve is generated in the ignition detection circuit 2, and the process of reading the timer value tj at the time when the ignition signal Ve rises as shown in FIG. 9 is executed.

FIG. 14 shows a crank angle interrupt routine that is processed for each crank angle reference signal vb from the waveform shaping circuit 11.
A process of reading the timer value ti at the rising edge of the crank angle reference signal vb shown in FIG. 4 is executed.

When the main control circuit 14 outputs a control signal to the drive surface [1615], the drive circuit 15 outputs a drive signal corresponding to the control signal to the solenoid valve 21, and the position of the roller ring 23 of the N11 pressure timer 20 is adjusted. The injection timing is then set.

As explained above, in this embodiment, when converting the signal from the ignition sensor 9 into the voltage signal Vc, the fuel injection amount Q
Since the conversion is performed using a gain determined according to the ignition timing, accurate ignition timing can be detected without being affected by fluctuations in engine operating conditions.

In addition, the negative fr resistor 5' of the claw i transistor 9A
1 as a fixed resistor, and the conversion key may be changed by changing the increase rl+ rate of the terminus circuit 52 at the next stage.

In addition, in the second example, the conversion gain is switched in two stages depending on the fuel injection amount Q, but this may be switched in any number of stages.
The conversion key may be continuously changed by using the variable resistance characteristic of (referred to as ")". An example of the ignition detection circuit 12 in this case is shown in FIG. 16(A).

The conversion gain setting circuit 70' is an inverting amplifier circuit that amplifies the signal Vq from the injection amount sensor 3, and its output is connected to the gate of the FET constituting the load 51' to the phototransistor 9. As shown in the same figure (B)
T is connected to the drain by the gate-source type jrEVcs.
Since the source-to-source resistance RDS changes, the conversion gain can be changed by Vq as shown in FIG.

Further, in the above two embodiments, the conversion gain is changed by a circuit, but it is also possible to change it by a program using the output capo-I- of the control circuit 14. An example of the ignition detection circuit 12 in that case is shown in FIG. In the same figure, 14 is a control circuit, and by setting its output ports Pl and P2 to 11'', the low voltage 54'' and the resistor 55'' become the resistor 5.
3″ and the load 5 of the phototransistor 9A.
1'' resistance value changes, that is, the conversion gain changes.The main routine of the control program at this time is to change the part surrounded by the dotted line in Fig. 18 to step 10 in Fig. 11.
It can be determined by putting it between 2 and 103. In this program example, output capo) PL, P at engine speed NE
2, the conversion gain is changed. The relationship between the engine rotational balance NE and the conversion gain at this time is the 19th
The result will be as shown in the figure. (However, resistance 54 I+ < resistance 55'').

It goes without saying that the present invention is applicable not only to distribution type fuel injection pumps but also to sub-type fuel injection pumps and the like.

(Effects of the Invention) As detailed above, in the fuel injection timing control device of the present invention, the conversion gain when converting the signal from the ignition sensor into a voltage dip is set according to the engine operating state. Therefore, the detected actual ignition timing can be stable and accurate due to fluctuations in engine operating conditions.
It becomes possible to perform highly accurate fuel injection timing control corresponding to the engine operating state. Since fuel injection is performed according to engine operating conditions, tn gas, fuel efficiency, etc. are improved.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing the configuration of the present invention, Figs. 2 to 15 show an embodiment of the present invention, Fig. 2 is a configuration diagram of the umbrella body of this embodiment, and Fig. 3 is a crank diagram. Angle sensor 1
and a circuit diagram showing the waveform shaping circuit 11, FIG. 4 is a timing chart showing its operation, FIG. 5 is an explanatory diagram of the configuration and operation of the injection amount sensor 3, and FIG. 6 is an ignition sensor 9 that detects ignition using combustion light. FIG. 7 is a cross-sectional view of the engine showing how the ignition sensor 9 is installed in the engine, FIG. 8 is a circuit diagram of the ignition sensor 9 and the ignition detection circuit 12, and FIGS. 9 and 10 show its operation. FIG. 11 is a flowchart that does not represent the main routine in the control circuit 14, FIGS. 12 to 14 are flowcharts that also represent the interrupt routine in the control circuit 14, and FIG. 15 is a flowchart that does not represent the main routine in the control circuit 14. It is a characteristic diagram showing the relationship between the injection amount Q and the target basic duty ratio Dp. Also, the first
6 to 19 show other embodiments, and FIG. 16 is a circuit diagram of the ignition detection circuit 12 in the case of using an FET and changing the conversion gain continuously, and the setting corresponding to the injection amount signal voltage Vq. A characteristic diagram showing conversion gain, etc., FIG. 17 is a circuit diagram of the ignition detection circuit 12 when changing the conversion gain using the control surface Ii & 14, and FIG. 18 is a flowchart showing part of the main program when using that circuit. 1st
FIG. 9 is a characteristic diagram showing the conversion gain set corresponding to the engine rotational speed NH at that time. [, 9... Ignition sensor, 11... Operating status detector group, 111... Electronic Wi! Control means, ■... Fuel injection timing adjustment means, ■... Actual ignition timing detection means, 1...
Crank angle sensor, 2... Accelerator sensor, 3...
Injection amount sensor, 10... Electronic control unit, 11... Waveform shaping unit 17&, 12... Ignition detection circuit, 14...
Control g11 times I Raku, 21...Solenoid valve, 50°50'...
- Light-voltage converter, 70.70'...conversion gain setting circuit. Representative Patent Attorney Takashi Okabe Fig. 3 11 Fig. 5 Fig. 6 Fig. 7 Fig. 8 Fig. 0 Fig. 9 Signal Vq Fig. 12 Fig. 13 M Fig. 14 Fig. 151 no I NE → No. 171”l l ■ Fig. 18 - Fig. 19〉Jin cycle water flow f input NE

Claims (2)

[Claims] (1) A group of operating state detectors that includes an ignition sensor that detects the ignition state of fuel in the diesel engine combustion chamber and that detects various operating states of the engine, and a target that receives signals from the operating state detector group. electronic control means that calculates the ignition timing and detects the actual ignition timing and outputs a drive signal for fuel injection timing control in order to match the actual ignition timing with the target ignition timing; and an electronic control means that receives the outputted drive signal. Regarding a fuel injection timing control device comprising a fuel injection timing adjustment means for adjusting the fuel injection timing of a fuel injection pump,
The electronic control means is set with a conversion gain of a light-to-voltage converter that converts a light signal from the ignition sensor into a voltage based on a signal from a sensor other than the ignition sensor behind the operating state detector group, and 1. A fuel injection timing control device comprising: actual ignition timing detection means for detecting actual ignition timing in the combustion chamber by comparing the detection level of 1 and the signal from the light-to-voltage converter. (2) a signal in which the conversion gain corresponds to the fuel injection amount;
The fuel according to claim 1, wherein the fuel is set based on one or a combination of two or more of a signal corresponding to the accelerator opening degree and a signal corresponding to the engine speed. Injection timing control device.