JPS60164642A - Fuel injection amount control device in diesel-engine - Google Patents

Abstract

PURPOSE:To aim at restraining the content of particulates and carbonblack in exhaust gas, by carrying out compensation in accordance with the result of computation of the fuel amount for abrupt acceleration in accordance with a delay in response of an intake-air amount with respect to an depressee accelerator angle, only in an uncontrolling range of intake-air amount. CONSTITUTION:When judgement is made such that the amount of an intake-air is shifted from its control range to its uncontrol range, a depressed angle of an accelerator is calculated at such a stage that an abrupt acceleration judging counter is subjected to a uniform increment, and judgement is made on whether an abrupt acceleration is made or not. That is, a predetermined value DLEV is compared with a difference DLVTLU in the depressed angle of an accelerator, and if DLVTLU>DLEV, an abrupt acceleration is judged due to that a variation in the depressed angle of the accelerator is large in a predetermined time, thereby ''1'' is set on a flag FACCEL. The set value DLEV is added to the depressed angle LEVTLU so that a variation in the depressed angle of the accelerator per predetermined time will not exceed the set value DLEV, and the thus obtained value is delivered to a servo circuit. The compensation is terminated when the calculated depressed angle exceeds an actual depressed angle. With this arrangement the content of particulate and carbon black in exhaust gas is restrained.

Description

TECHNICAL FIELD The present invention relates to a fuel control device for a diesel engine that includes a device for variably controlling the amount of intake air.

(Prior Art) Since a diesel engine is a compression ignition type, output adjustment is generally performed by controlling only the amount of fuel injection, and the amount of intake air is not throttled.

However, in recent years, in order to reduce combustion noise, reduce the content of NOx components in the exhaust, or improve coasting when the vehicle is coasting, some engines have been installed with intake throttle devices to control the intake air volume. It has become.

There are also diesel engines equipped with so-called exhaust gas recirculation (tli: GR) control devices that recirculate part of the exhaust gas to the intake air to reduce NOx component emissions; in this case, the amount of intake air decreases as the amount of EGR increases. Therefore, EGR amount control also results in variable control of the intake air amount. In particular, in order to perform EGR effectively, the intake air is throttled to form a negative pressure, and a part of the exhaust gas is guided to the intake system by the pressure difference between the intake air and the exhaust pressure. This means that it is also controlling the increase and decrease.

In a diesel engine equipped with a device that variably controls the amount of intake air, either directly or indirectly, the accelerator pedal is electrically or mechanically connected to the sleeve of the injection pump that controls the amount of fuel injected. In contrast, the depression angle of the accelerator pedal corresponds directly to the position of the sleeve, whereas the opening and closing of the intake throttle valve or EGR valve is controlled by negative pressure. Even if you try to accelerate suddenly, the intake throttle valve or EG
A response delay in opening and closing the R valve occurs, and more fuel than the required amount is supplied, resulting in the generation of particulates or graphite in the exhaust gas, which is then discharged directly into the atmosphere.

Therefore, in order to eliminate such problems, the present applicant calculates a control command value to be supplied to the actuator of the fuel injection amount adjustment device according to the depression angle of the accelerator pedal, engine speed, etc. We have previously proposed a method that suppresses the generation of particulates or graphite during rapid acceleration by providing a means for placing an upper limit on the rate of change of this calculated value (control command value) (Japanese Patent Application Laid-Open No. 57-1971). (Refer to Publication No.-18425).

However, since such a device performs control to suppress the fuel injection amount throughout the entire period of rapid acceleration, there is a risk of insufficient output and deterioration of acceleration response characteristics, particularly at the initial stage of rapid acceleration.

Further, the range in which intake throttle control or EGR is performed does not cover the entire range of engine operation, and these controls are normally stopped, for example, in high-speed, high-load ranges in order to secure output. Even if sudden acceleration is performed in the 1g range of intake air volume control, the change in intake air volume is small, so the intake air volume response delay can be eliminated in a relatively short time, and only in the non-control range where intake air volume is not suppressed. Rapid acceleration not only does not cause the problem of delayed response of the intake air amount control means, but also usually sets the air-fuel mixture to the rich side in order to ensure output. Therefore, only within the range where the intake air amount is variably controlled or not controlled.
For sudden acceleration only within the IN range, correction control of the fuel injection amount is unnecessary, and the problem arises in conflict with the improvement of acceleration characteristics when sudden acceleration is performed in the non-control area from variable intake air amount control. This is a deterioration in exhaust properties due to the phenomenon of over-enriched mixture.

(Object of the Invention) In view of the above-mentioned disadvantages of the conventional device, the present invention provides that when the engine is suddenly accelerated from the intake air amount variable control region to the non-controlled and uncontrolled 11M, the initial stage of acceleration, that is, the intake In the variable air amount control range 111, even if the response delay of the intake air amount is acknowledged, the absolute value is in the lean mixture region, so the mixture is enriched to improve the initial acceleration characteristics, and the remaining intake air is The purpose is to suppress the particulate and graphite content in the exhaust gas by suppressing the fuel injection amount according to the response delay of the intake air amount only after entering the amount non-control area.

(Structure of the Invention) For this purpose, in the present invention, as shown in the claim correspondence diagram of FIG. The control command value is calculated by the fuel injection amount calculation means 5.
Based on the control system that calculates by
．． Based on the output of step 2, the intake air amount i#I control region determination means 6 determines whether the intake air amount is within the variable control region, and the sudden acceleration detected by the sudden acceleration detection means 7 indicates that the intake air Rapid acceleration fuel injection amount according to the pre-known response delay of the intake air amount to changes in the accelerator depression angle only in the intake air amount non-control area when the injection is carried out from the variable amount control area to the non-control area. is calculated by the calculation means 8, and based on the calculation result, the output value of the basic fuel injection amount calculation means 5 is corrected by the fuel injection amount correction means 9, and this correction command signal is output to the actuator 4. It was configured as follows.

<Examples> Examples according to the present invention will be described below based on the drawings.

FIG. 2 is a configuration diagram showing an example of a fuel injection amount control device for a diesel engine to which the present invention is applied. In the figure, 11 is an air cleaner, 12 is an intake passage, 13 is a combustion chamber, 14 is a swirl chamber, and 15 is a glow A plug, 17 is an injection pump, 18 is an exhaust passage, 19 is an intake throttle valve that variably controls the amount of intake air, 20 is a diaphragm valve that controls the opening degree of the intake throttle valve 19, and 21 is from the exhaust passage 18 to the intake passage 12. EGR valves 22 and 23 that control the amount of recirculated exhaust gas are electromagnetic valves. 24 is a vacuum pump that also serves as a brake servo, and 25 is a constant pressure valve that creates a predetermined negative pressure from the negative pressure output from the vacuum pump 24.

Here, the intake throttle valve 19 is one of the variable intake air amount control devices that acts to reduce the passage area of the intake passage 12 by reducing the opening degree of the intake throttle valve 19, thereby reducing the intake air amount. Also, the EGR valve 21 controls the amount of exhaust gas recirculated into the intake air flow by changing its opening degree, and as a result, the intake air amount is controlled to increase or decrease. one of.

Further, 26 is a battery, 27 is a glow relay that controls the supply of electricity to the glow plug 15, and 28 is a servo circuit as an actuator that controls the fuel injection amount of the injection pump 17.

Reference numeral 30 indicates an accelerator depression angle sensor that outputs an accelerator position signal IS in response to the depression angle of an accelerator pedal (not shown);
This crank angle sensor serves as an engine speed sensor that outputs a reference pulse IS2 every time the crankshaft rotates by a unit angle (for example, 1 degree) and outputs a unit pulse 153 every time the crankshaft rotates by a unit angle (for example, 1 degree). 34 is a temperature sensor that outputs a temperature signal IS4 corresponding to the engine cooling water temperature; 35 is a lift sensor that outputs an injection start signal S5 every time the injection nozzle 16 starts fuel injection; 36
is an atmospheric density sensor that outputs an atmospheric density signal rs6 corresponding to the temperature and pressure of the atmospheric air, and in addition to these signals, there is also an atmospheric density sensor that outputs an atmospheric density signal rs6 corresponding to the position of the sleeve as an injection amount adjusting device that controls the fuel injection amount of the injection pump 17. Sleeve position signal rs
, and the battery voltage signal Is.

On the other hand, the arithmetic unit 37 includes a central processing unit (CPU) 38°, a read-only memory (ROM) 39. It is composed of a microcomputer with a continuous write memory (RAM) 40, an input/output interface 41, and the like. This calculation device 37 includes fuel injection amount calculation means according to the present invention;
It includes an intake air amount control region determining means, a sudden acceleration detecting means, a sudden acceleration fuel injection amount calculating means, and a fuel injection amount correcting means, and each signal Is, ~Is, output from each of the above sensors.
etc., and outputs various control signals OS, ~05&.

First, the throttle valve opening control signal OS, and the EGR control signal 0S2
are pulse signals, and by changing the duty of these pulse signals, the solenoid valves 22 and 23 are duty-controlled, thereby controlling the opening degree of the intake throttle valve 19 and the opening degree of the EGR valve 21.

The fuel cutoff control signal OS3 controls the opening and closing of a fuel cutoff valve 91 for stopping the engine provided in the injection pump 17, and the fuel injection amount control signal OS4 and the sleeve position signal IS7 described above are supplied to the servo circuit 28. , these both signals O5
4. The servo circuit 28 outputs a servo signal S1 so as to match ISt, and the injection amount of fuel is controlled by controlling the sleeve position according to this servo signal S1.

Further, the fuel injection timing is controlled by controlling the injection timing control device in the injection pump 17 using the injection timing control signal OS.

FIG. 3 shows an example of the injection pump 17. In the figure, a feed pump 62 is driven by a drive shaft 61 driven by an engine, and fuel is sucked into a pump chamber 62 inside the pump housing through a pressure regulating valve 63.
supplied to The fuel in the pump chamber 64 is then sent to a high pressure plunger pump 66 through a suction boat 65.

The plunger 67 of the plunger pump 66 has an eccentric disk 6 connected to the drive shaft 61.
8, and is rotationally driven by the drive shaft 61 via a joint in synchronization with the rotation of the engine. The eccentric link disk 68 has the same number of cam faces 69 as the number of cylinders in the engine, and each time the cam face 69 passes over a roller 70a held by a roller ring 70 due to the rotation of the disk 68, a predetermined cam lift is performed. Move back and forth.

Therefore, the plunger 67 reciprocates while rotating, and this reciprocating movement forces the fuel sucked from the suction boat 65 from the distribution boat 71 through the delivery valve 72 to the injection nozzle 16 shown in FIG. 1 described above.

Such control of the fuel injection timing is performed by adjusting the rotation of the low sill ring 70 about its axis via the driving pin 74 by the timer piston device 73. The timer piston device 73 can electrically control the injection timing by duty-controlling the opening and closing of the electromagnetic valve 75 based on the injection timing control signal 055 based on the leakage amount of hydraulic pressure having a pressure corresponding to the engine speed.

On the other hand, the amount of fuel to be injected is determined by the position of the sleeve 80 that covers the spill port 76 formed in the plunger 67. For example, the opening of the spill port 76 is the plunger 67.
As the cylinder moves to the right, the fuel that had been pumped from the plunger pump chamber 81 to the distribution port 71 is released into the pump chamber 64 through the spill port 76. Pressure feeding ends.

That is, the sleeve 80 is placed on the right side of the figure with respect to the plunger 67.
If it is moved relatively to the side, the injection end time will be delayed and the amount of fuel injected will increase, and if it is moved to the left, the injection end time will be earlier and the fuel injection amount will be reduced.

The position control of the sleeve 80 as described above is performed by the servo circuit 28.
This is done by a servo motor 82 controlled by. That is, a shaft 83 of the servo motor 82 is threaded, and a slider 84 having a threaded hole in the center is screwed onto the shaft 83. Further, a base end portion of a link lever 85 is pivotally supported on the slider 84 via a bit 86. A pivot pin 88 is fixed to the tip of a link lever 85 whose tip vicinity is pivotally supported via a pin 87, and this pivot pin 88 is engaged with the sleeve 80.

Therefore, when the servo motor 82 rotates forward and backward, the slider 84 moves left and right, and the link lever 85 rotates about the pin 87, causing the sleeve 80 to move left and right. □ The servo motor 82 is controlled by the fuel injection amount control signal O8.
This is performed by the servo signal SI output by the servo circuit 28 in response to the timing. Therefore, there is no direct correspondence between the accelerator pedal and the amount of fuel injection, and the accelerator pedal becomes only a means of transmitting the driver's intention such as "I want to accelerate" or "I want to decelerate" to the calculation device 37. Become,
The calculation device 37 calculates the optimum value of the fuel injection amount according to the operating state at that time, and outputs the fuel injection amount control signal OS to optimally control the fuel injection amount. Further, since the shaft of a potentiometer 89 provided near the servo motor 82 is coupled to the shaft 83 of the servo motor 82 via a gear mechanism, the output signal of the potentiometer 89 is transmitted to the sleeve 80.
The sleeve position signal Is indicates the position of the sleeve.

The opening and closing of the fuel cutoff valve 91 is controlled by a fuel cutoff control signal OS, and when the fuel cutoff valve 91 is cut off, the intake boat 65 is closed and the fuel is cut off, thereby stopping the engine.

The present invention enables accurate control of the fuel injection amount control signal OS that controls the servo circuit 28 of such a control device.

That is, conventionally, based on the accelerator position signal S1 outputted from the accelerator depression angle sensor 30 and the engine rotational speed N signal outputted from the crank angle sensor 31, a calculation device 37 functioning as a fuel injection amount calculation means requests the engine. There is a basic control routine that calculates the fuel injection amount and outputs the command signal O3 to the servo motor 82 functioning as an actuator to drive the sleeve 80 which is the fuel injection amount adjustment device. On the other hand, the device that variably controls the amount of intake air, such as the intake throttle valve 19 or the EGR valve 21, becomes less responsive when the engine suddenly accelerates, resulting in an excessive amount of fuel injection, resulting in poor combustion and the formation of particulates in the exhaust gas. It is necessary to prevent the disadvantages of containing a large amount of graphite, and for this reason, the fuel injection amount is corrected and controlled when the engine suddenly accelerates.

The intake throttle valve 19 and the EGR valve 21 are of a negative pressure responsive type as shown in FIG. Intake throttle valve 1 during sudden acceleration
9 and the EGR valve 21 become large, and the mixture ratio tends to become excessively rich.

Therefore, as shown in the complaint correspondence diagram shown in FIG. 1, the control region of the intake throttle valve 19 and the EGR valve 21, that is, the intake air amount control region, is determined by the intake air amount control II fin region determination means, and the sudden acceleration detection means detects the control region of the intake throttle valve 19 and the EGR valve 21. When sudden acceleration of the engine jumps beyond the intake air amount control region and reaches the non-control region, the sudden acceleration fuel injection amount calculating means controls the intake throttle valve 19 and the EGR only in this non-control region.
The rapid acceleration fuel corresponding to the response delay of the valve 21 is calculated, the fuel injection amount calculated in the basic control routine is corrected by the fuel injection amount correction means, and the actuator is driven.

The basic control routine by these fuel injection amount calculation means is provided with an interrupt subroutine by intake air amount control region determination means, sudden acceleration detection means, sudden acceleration fuel injection amount calculation means, and fuel injection amount correction means. The operation of this interrupt subroutine will be explained with reference to the flowchart shown in FIG.

In contrast to the basic control routine, the interrupt subroutine shown in FIG. 4 is a routine that is processed periodically (for example, every 10.24 ms) by an interrupt signal.
1 is A/D converted. At 102, the intake air amount variable side is set and stored in advance based on the engine rotational speed N signal and the accelerator position signal Is. A table lookup is performed for the il tiJl region, and it is first determined whether the initial signal is 103 and is within the intake air amount variable control region.

In the present invention, the rapid acceleration fuel is corrected only when sudden acceleration is performed from the variable intake air amount control region to the non-control region, so the time point at which sudden acceleration starts must be in the variable intake air amount control region. Therefore, if the intake air amount is in the variable intake air amount control region, a flag FTVO indicating this is set to 1 at 104 to notify that the sudden acceleration has started in the intake air amount variable control region. Then, at 105, in order to determine whether or not sudden acceleration will occur within a predetermined time period, a sudden acceleration determination counter is reset, and at the same time, at 106, a flag FA indicating that sudden acceleration is being performed is reset.
The CCEL is cleared and a judgment is then made as to whether or not rapid acceleration will be performed.

If it is found in step 103 that the intake air amount is in the non-control region, it is determined in step 107 whether the initial cent starts in the variable intake air amount control region, and if it starts in the non-control region, Since there is no intake response delay due to the intake throttle valve 19 and the EGR valve 21 no matter how sudden acceleration is performed, no fuel correction is performed for sudden acceleration.

On the other hand, if it is found in step 107 that FT, VO=1, it is determined that the variable intake air amount 111JI region has shifted to the non-control region.

At step 108, the counter for determining sudden acceleration is uniformly incremented every time the interrupt routine is executed from the reset at step 105.

Then, in step 109, when the counter value reaches n, it is determined in the next flow whether or not sudden acceleration has occurred during a period of n x 10.24 ms from the initial cent.

That is, while reading the accelerator depression angle every 10.24 ms, the amount of change in the accelerator depression angle is calculated every n x 10.24111 s, and it is determined whether sudden acceleration has occurred.

Specifically, sudden acceleration is determined based on the accelerator depression angle (LVTLU φ) corresponding to the injection amount command value at the previous sudden acceleration judgment (n x 10.24 ms ago) and the current accelerator depression angle (LEVER). The determination is made based on whether the difference between the two values (DLVTLII) is larger than a predetermined value (DLEV).

That is, in the sudden acceleration detection means, DLVTLU is detected at 111.
= LEVHR - LVTLII $ is calculated, and the difference D between the predetermined price point LEV and the accelerator depression angle selected in BGJ (BACK GRO[lND JOB) shown in Fig. 5
Compare with LVTLII at 112.

The BGJ shown in FIG. 5 includes an intake throttle valve 19 and an EGR valve 21.
The intake efficiency change based on the response delay during sudden acceleration is previously set as a function of the engine rotational speed N, and the DLEV is searched by looking up this in a table. However, this BGJ may be processed by a rotation-synchronized interrupt routine.

112, DLVTLII > DLEV (7
), it is determined that there is a sudden acceleration in which the amount of change in the accelerator depression angle within a predetermined time is large, and the flag FACCEL is set to 1. Then, at 116, the predetermined time n
The amount of change in accelerator depression angle for each srs is the set value DLEV
DL [! The addition of V is regarded as the accelerator depression angle LEVTLU corresponding to the new fuel injection amount command value, and this is output to the servo circuit 28.

However, the correction of the accelerator depression angle LEVTLU for calculating the sudden acceleration fuel injection amount is performed every minimum time unit, in this case, every 10.24++ seconds, and when the value becomes 117, the actual accelerator depression angle LHV [! When it becomes larger than R, it is assumed that the acceleration is becoming slower and the speed is set to 11.
At B, an injection amount command value is calculated using the raw value LEVER of the accelerator depression angle, and this correction is completed. Therefore, the accelerator depression angle LEVTLυ of the injection amount command value at 116 is the previous time (10
, 24m5 in front) LEVTLtl + DL [! V/
Calculate by n.

Then, in step 119, it is determined whether the sudden acceleration determination counter has been reset, and if it has been reset, the io, 2d for acceleration determination is determined at each sudden acceleration determination timing.
The value of LEVTLυ ms ago is stored as a new value in LVTLU φ at 120 at each judgment timing.

Fuel correction control during such sudden acceleration is performed in 103;
This is performed only in the non-control region when sudden acceleration is made from the intake air amount variable control region determined in 104.107 to the non-control region.

At step 112, if DLVTLυ<DLEV, it is determined that the engine is in a steady running or decelerating state, and the flag FACCHL for acceleration is cleared, and the flag is set to determine whether or not it is in the intake air amount variable control region determined at step 103. Clear FTVO. The accelerator depression angle LEVTLU for the injection command signal is the raw value L of the accelerator depression angle.
Give HVER (11B).

In addition, if it is determined in 109 that it is not the sudden acceleration judgment period because the predetermined time has not passed since the initial period, 1
Referring to FACCEL, which means rapid acceleration at 21,
If CCEL = 0, the previous judgment is respected and the raw value LHVER of the accelerator depression angle is used as the accelerator depression angle L for the command signal.
If FACCEL=1, then 10.
Value 24wrs ago LEVTLLI+DLI! V/n O
Give the p-value.

Therefore, as is clear from the above, if FTVO = 0 in 107, no matter how sudden the acceleration is, it is determined that the intake air amount variable control region was not in the J range at the start of acceleration, and the raw value of the accelerator depression angle is used as the injection command. Give as a signal. That is, the range in which the amount of intake air is variably controlled is generally a partial load, etc., and in a high-speed, high-load region, etc., the intake air amount is generally not throttled in order to increase output. Therefore, there is no upper limit to the fuel injection amount, and a sufficient fuel injection amount is given according to the raw value of the accelerator depression angle to ensure output.

In addition, based on the judgment that sudden acceleration only within the variable intake air amount control region will only be accelerated for a short time and there will not be a significant intake air response delay, the fuel correction for sudden acceleration is Not performed.

Furthermore, in a rapid acceleration state that ranges from the variable intake air amount control region to the non-control region, in the variable intake air amount control region, in order to improve initial acceleration performance, the amount of injected fuel is not suppressed and the accelerator pedal is pressed down. The raw value of the angle is given as the accelerator depression angle LEVTLU for the injection command signal.

By the way, in the BGJ shown in FIG. 5, the change amount DLEV of the accelerator depression angle is calculated according to [1LVTLLI, taking into account the response delay of the intake air filling efficiency due to the response delay of the intake air amount variable control means. The rapid acceleration elapsed time may be taken into consideration in this DLIiV.

That is, since the intake air filling efficiency improves rapidly as the intake throttle valve 19 opens, if the rapid acceleration elapsed time until the transition to the intake air amount non-control region is long, there is no need to set the DLEV small; Drivability tends to deteriorate if the fuel injection amount suddenly decreases when the state shifts from the state where the initial acceleration performance is enhanced by setting it to the rich side according to the raw value of the accelerator pedal depression angle to the intake air amount non-control region. It comes to show that. Therefore, as shown in FIG. 6, as the rapid acceleration elapsed time from the start of acceleration in the intake air amount variable control region to the transition to the non-control region increases, the DLE
A correction coefficient R1 for increasing V is set in advance by table look amplification and multiplied by DLEV shown in FIG.

Although the embodiments of the present invention are as described above, the device for variably controlling the amount of intake air may include an intake throttle valve or an EGR valve alone, or a combination thereof.

<Effects of the Invention> As described above, the present invention provides a diesel engine that is equipped with a device that variably controls the intake air amount, but does not directly control the intake air amount, and is capable of controlling fuel injection amount during rapid engine acceleration. While there is a tendency for the intake air amount response delay to occur and the particulate and graphite emissions to increase, by supplying rapid acceleration fuel that takes into account the intake air amount response delay for the first time in the intake air amount non-control region, While preventing the above-mentioned disadvantages, it is possible to improve acceleration performance by acknowledging the intake air amount response delay in the initial stage of rapid acceleration in the intake air amount variable control region and injecting fuel according to the depression angle of the accelerator pedal.

[Brief explanation of drawings]

FIG. 1 is a diagram corresponding to the claims of the present invention, FIG. 2 is a system diagram of a fuel injection amount control device according to the present invention, FIG. FIG. 5 is a flowchart showing the above BGJ, and FIG. 6 is a flow chart showing the above BGJ.
It is a flowchart which shows the modification of J. DESCRIPTION OF SYMBOLS 1... Engine speed sensor 2... Accelerator depression angle sensor 3... Fuel injection amount adjustment device 4... Actuator 5... Fuel injection amount calculation means 6... Intake air amount control area determination means 7 ...Sudden acceleration detection means 8
... Rapid acceleration fuel injection amount calculation means 9 ... Fuel injection amount correction means 16 ... Injection nozzle 17 ... Injection pump
19...Intake throttle valve 21...EGR valve 2B...
Servo circuit 30...Accelerator depression angle sensor 31...
・Crank angle sensor (engine speed sensor) 37・
... Arithmetic device 80 ... Sleeve (fuel injection amount adjustment device) 82 ... Servo motor (actuator) Patent applicant Nissan Motor Co., Ltd. Agent Patent attorney Fujio Sasashima

Claims (1)

[Claims] Based on the outputs of an engine speed sensor that detects the rotational speed of a diesel engine that has a device that variably controls the amount of intake air, and an accelerator depression angle sensor that detects the depression angle of the accelerator pedal. In a fuel injection amount control device for a diesel engine equipped with a fuel injection amount calculation means for calculating a control command value for an actuator for driving an adjustment device, the intake air amount is determined to be in a variable control region based on the outputs of the two sensors. Sudden acceleration detection means detects sudden engine acceleration by knowing the rate of change in engine speed or accelerator depression angle; Only in the intake air amount non-control region in the process of transitioning from the intake air amount variable side W tiJfj'J to the intake air amount non-control region, sudden acceleration is performed in accordance with the pre-known response delay of the intake air amount to changes in the accelerator pedal angle. sudden acceleration fuel injection amount calculation means for calculating the fuel injection amount; and fuel injection amount correction means for correcting the output value of the fuel injection amount calculation means based on the output signal of the means and outputting a correction command signal to the actuator. A fuel injection amount control device for a diesel engine, comprising: