JP3147506B2 - Fuel injection device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection device,
The present invention relates to a fuel injection device that performs prestroke control for adjusting the amount of movement of a plunger from bottom dead center to the start of injection.

[0002]

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

[0003]

Incidentally, the fuel injection pump is provided with a timer for changing the relative angle of the cam with respect to the pump input shaft to advance or retard the injection timing. Since hydraulic pressure is used for driving, the response is slow, and a response delay has occurred particularly during a transient operation such as an acceleration that rapidly increases the rotation speed of the internal combustion engine.

When the above-described pre-stroke control is performed in a fuel injection pump having such a timer, a shift in the injection timing due to a delay in response of the timer and a change in the injection timing due to the pre-stroke control are synergistic during transient operation. There is a possibility that the injection timing is greatly shifted, leading to a decrease in stability of the internal combustion engine to which fuel is supplied by the fuel injection device and a deterioration in emission.

Accordingly, in view of the above problems, the present invention focuses on the fact that the pre-stroke control changes the fuel injection timing with higher responsiveness than a timer, and can improve the accuracy of the fuel injection timing during the transient operation of the internal combustion engine. It is an object to provide a fuel injection device.

[0006]

According to the present invention, as shown in FIG. 1, in order to achieve the above object, a high-pressure chamber to which fuel is pressurized and a low-pressure chamber are communicated or cut off to apply pressure in the high-pressure chamber. A diesel engine fuel injection device comprising: a spill valve for controlling the start and end of injection of pressurized fuel; and a timer for changing a phase of rotation of the engine and a pressure differential of the high-pressure chamber. As a basic control amount of the engine, a target injection amount, a target position of the timer indicating a target injection timing, and a target pre-stroke indicating an injection start timing at which the spill valve shuts off the high-pressure chamber and the low-pressure chamber are set. Setting means, and an error calculating means for calculating a deviation between a target position of the timer set by the target position setting means and an actual position of the timer as an injection timing error; The pre-stroke is corrected by the injection timing error, the response delay of the timer is compensated by the pre-stroke, and the corrected pre-stroke corrected by the injection timing error is limited to a time after the cam feed start time. A stroke correction unit that limits an injection end time for communicating the high-pressure chamber and the low-pressure chamber by the spill valve to a time before a cam pressure-feeding end time, and adjusts a correction pre-stroke corrected by the pre-stroke correction unit. And a drive means for driving the spill valve according to the correction pre-stroke and the injection end time. Employ strategic means.

[0007]

According to the configuration of the present invention as described above, the responsiveness of the timer is slow at the time of transition such as rapid acceleration, and a deviation may occur between the target position and the actual position of the timer. The deviation between the target position and the actual position is calculated as an injection timing error, and the pre-stroke is corrected according to the injection timing error. Therefore, the correction of the pre-stroke of the spill valve, which has relatively high responsiveness, compensates for the low responsiveness of the timer, and fuel injection can be obtained at the target injection timing. In addition, the injection end time at which the spill valve connects the high-pressure chamber and the low-pressure chamber is set to a time at which the target injection amount is realized under the corrected pre-stroke corrected by the pre-stroke correcting means. Fuel injection that achieves the target injection amount at the beginning of the injection is obtained. On the other hand, the correction pre-stroke is limited by the pre-stroke correcting means so as to be after the cam pressure feeding start timing. Therefore, the deviation between the target position and the actual position of the timer is large,
This prevents a part of the fuel injection from being invalidated before the correction pre-stroke is before the cam feed start time. Also,
The injection end time set by the injection end time setting means is limited so as to be before the cam pressure feeding end time.

[0008]

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

The fuel that has passed through the filter is guided from a refueling port 6 to a pressure regulating valve 8 by a vane type feed pump (developed at 90 ° and shown) 4 driven by a drive shaft 2, and the pressure regulating valve 8 After the pressure is adjusted by 8, the pressure is filled in the pump chamber 12 which is a low-pressure chamber in the pump housing 10. The fuel filled in the pump chamber 12 lubricates the working part in the pump chamber 12 and, at the same time, is sent through the suction port 14 to the high-pressure chamber 18 formed at the tip of the plunger 16. Some of the fuel is returned from the overflow valve 20 to the fuel tank for discharging excess fuel and cooling the working part.

At the tip of the plunger 16, the same number of intake grooves 22 as the number of cylinders are bored, and at the tail end of the plunger 16, a cam plate 28 is fixed. The same number of rollers 32 as the number of fitted cylinders are in contact. This plunger 16
Is inserted into the cylinder 34 from the distal end side, and the plunger 1
6 and the inner wall surface of the cylinder 34
Is formed. The suction port 14 is bored in the cylinder 34 and a delivery valve 36 is inserted from the inner surface of the cylinder.
The same number of distribution passages 38 as the number of cylinders communicating with are provided. The pump housing 10 is provided with an electromagnetic spill valve (SPV) 44 for communicating and blocking the communication passage 40. The communication passage 40 communicates the high-pressure chamber 18 with the pump chamber 12. When the solenoid 46 is turned on, the electromagnetic spill valve (SPV) 44 projects the valve body 42 to close the back pressure port, lowers the automatic valve 43 to shut off the communication passage 40, and turns off the solenoid 46. Then, the valve body 42 rises to open the back pressure port and the automatic valve 43
Rises to communicate the communication passage 40.

The drive shaft 2 projects toward the pump chamber 12 and is connected to a cam plate 28 via a coupling. The cam plate 28 is fixed to the plunger 16 and the spring 3
2 is pressed. Therefore, the plunger 16 is reciprocated a number of times equal to the number of cylinders during one rotation as the roller 32 rides on the cam ridge of the cam plate 28 which rotates according to the contact state between the roller 32 and the cam plate 28.

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

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

Therefore, when the signal rotor 60 rotates, the convex teeth move closer to and away from the pickup 62.
A signal generated from the pickup 62 by electronic induction is waveform-controlled and shaped to obtain a pulse signal (see FIG. 4). The wide trough of the pulse signal acts as a signal indicating the reference position of the cam position, and the other portions act as rotation angle signals. Further, before the plunger 16 is pushed in the direction in which the high pressure chamber is reduced, that is, before the plunger 16 is lifted, one of the tooth missing portions approaches the pickup 62 and the signal
The relative position is determined such that a reference position signal is output from the pulse signal, that is, the width of the valley of the pulse signal is increased. Further, a fuel injection cut valve 64 for stopping fuel injection by shutting off the suction port 14 is attached to the pump housing 10. The delivery valve 36 is connected to a fuel injection valve 68 mounted so as to protrude into a sub combustion chamber of the diesel engine 66. A glow plug 70 is attached to the auxiliary combustion chamber. A throttle valve 88 is disposed in the intake passage, and a venturi 90 including the throttle valve 88 is formed.

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

The output port of the microcomputer 82 is connected to the glow relay 80 and to the solenoid 46 of the solenoid valve spill (SPV) 44 and the solenoid of the fuel injection cut valve 64. The microcomputer 82 includes a CPU, a RAM, a ROM, an A / D converter, and the like.
8 are sequentially converted into digital signals. A program of a routine described below is stored in the ROM of the microcomputer 82 in advance. The fuel injection control in the device having the above configuration will be described below.

FIGS. 5 and 6 are flow charts (parts 1 and 2) for explaining the operation of the fuel injection device according to the embodiment of the present invention. FIG. 7 shows acceleration / deceleration in the fuel injection device according to the embodiment of the present invention. 6 is a time chart showing a fuel injection timing behavior at the time of transition such as time. Prior to this description, the fuel injection timing behavior of the present embodiment will be described with reference to FIG. 7 in order to facilitate the description of the operations in FIGS. In FIG. 7, the reference signal indicates a signal output from the top dead center pickup 86, the cam lift indicates the lift amount of the cam, and Ne
The pulsar indicates a signal output from the pickup 62,
SPV indicates opening and closing of the SPV 44, and injection indicates a fuel injection rate. In FIG. 7, the broken line indicates the cam lift and Ne assumed when the hydraulic timer is at the target position.
The waveform of the pulsar is shown, and the solid line shows the waveform at the actual position when the response of the hydraulic timer is delayed from the target position shown by the broken line. The dashed-dotted waveforms shown in the columns of SPV and injection show the SPV opening / closing waveform and the change of the injection rate when the pre-stroke correction according to the present embodiment is not performed.

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

Although the fuel is injected as described above, when the actual position of the cam lift is deviated from the target position as shown by the solid line in FIG. 7, the pre-stroke θpre is set based on the Ne pulser waveform of the solid line. Then, the fuel is injected later than the target, and the fuel injection timing as viewed from the reference signal output from the top dead center pickup 86 is T
It becomes Ri-1. Such a shift in the injection timing undesirably leads to a decrease in the output of the diesel engine and an increase in the emission. Therefore, in this embodiment, when the actual position and the target position deviate as shown in FIG. 7, the pre-stroke is corrected by giving priority to the fuel injection timing accuracy and by giving priority to the pre-stroke, rather than switching the cam use region by the pre-stroke control. Thus, the target fuel injection timing is realized. In the pre-stroke control, rapid or slow injection is achieved by moving the cam range according to the operating state of the diesel engine, reducing vibration during idle operation or output during high-speed rotation. The effect of improvement is obtained. In the example of FIG. 7, in order to set the fuel injection timing as seen from the reference signal output from the top dead center pickup 86 to TRi (TRi = TF), the actual fuel injection timing TRi-1 and the target fuel injection time TF ΔT obtained by converting the difference ΔT into an angle in accordance with the rotation speed at that time, and obtaining the pre-stroke θpr
The SPV 44 may be controlled by correcting e to θ′pre. In this embodiment, the actual fuel injection timing TRi
In determining the difference ΔT between -1 and the target fuel injection timing TF, the time T from the reference signal output from the top dead center pickup 86 to the reference position of the signal from the pickup 62 is determined.
t, and the difference from the time Tg indicating the timer position when the cam is at the target position. That is, in this embodiment, the deviation between the target position and the actual position of the timer is detected to determine the deviation between the target injection timing and the actual injection timing. The time Tg assumed when the cam is at the target position is stored in advance as the target position of the hydraulic timer.

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

Although the basic configuration of the fuel injection control is shown in FIG. 1, as a specific example thereof, the fuel injection control is realized by processing executed by the CPU according to a control program stored in the ROM of the microcomputer 82. In step 100 in FIG. 5, when the process starts,
The engine speed Ne, the accelerator opening α, the engine coolant temperature, the vehicle speed, and the like are taken in as the engine operation status.

In step 101, the target injection amount q, the target timer position Tg, the target prestroke θ are obtained from the engine speed Ne and the accelerator opening α taken in the previous step.
pre is calculated as follows. q = f1 (Ne, α) Tg = f2 (Ne, α) θpre = f3 (Ne, α) Here, the target pre-stroke θpre is the rotation speed N
It is increased as e increases, and as the accelerator opening α increases. As a result, when the load is low, such as when idling, the area where the cam lift change is small is used,
It realizes slow injection and realizes rapid and powerful injection at high rotation and high load. Further, the target timer position Tg is determined not only by the rotation speed Ne and the accelerator opening α, but also in consideration of the movement of the injection timing due to the target pre-stroke θpre, the optimum fuel according to the rotation speed Ne and the accelerator opening α. The injection timing is set so as to be realized.

In step 102, the time from the reference signal provided to the engine shown in FIG. 6 to the 0th pulse of the Ne pulser is measured, and the time Tt indicating the actual timer position is calculated. In step 103, the difference between the target timer position Tg and the actual timer position Tt calculated in each of the above steps is calculated as the injection timing error ΔT shown in FIG.

ΔT = Tt−Tg In step 104, the injection timing error ΔT expressed in units of time is converted into the injection timing error angle Δθ according to the rotational speed Ne at that time as follows. Δθ = f4 (ΔT, Ne) In step 105, the basic control duty ratio DB for controlling the TCV 52 for realizing the target timer position Tg is calculated from the engine speed Ne and the accelerator opening α as follows. .

In step 106, it is determined whether or not the injection timing error Δθ calculated in step 104 is equal to or larger than a predetermined value A. If the error Δθ is equal to or more than the predetermined value A, it is determined that the time is a transition, and the processing of steps 107 to 108 is performed to update the injection timing control command value. Then, the process of step 120 is performed.

In step 107, step 1
At 06, when the error Δθ is in the transient state of not less than the predetermined value A, the correction amount ΔD of the duty ratio DB based on the error Δθ is calculated as follows. Here, the larger the error Δθ is, the larger the correction amount ΔD is set in the direction in which the timer position approaches the target position. ΔD = f6 (Δθ) In step 108, the aforementioned ΔD is added to the previous correction amount addition value 前 回 Di-1 to obtain the current correction amount addition value ΣDi.

In step 109, step 105
The basic control duty ratio DB calculated at step 1 and the previous step 1
The duty command value Di is calculated from the sum of the correction amount addition values ΣDi calculated in step 08. It should be noted that in Step 106, Step 1
If it is determined that the injection timing error angle error Δθ calculated in step 04 is smaller than the predetermined value A, then in step 120, the previous Σ
Di-1 is directly set as ΣDi this time, and the routine proceeds to step 109.

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

If the injection amount is equal to or less than the full load injection amount in step 111, the processing from step 112 is performed. Steps 112 to 117, 123 and 124 explain the control contents according to the present invention. FIG. 8 is a time chart showing specific fuel injection timings during acceleration and deceleration by the fuel injection device according to the present embodiment. FIG. 4A shows a case where the actual fuel injection timing is later than the target fuel injection timing, such as during acceleration, and FIG. 4B shows a case where the actual fuel injection timing is earlier than the target fuel injection.

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

When the SPV valve closing start position is between θCL and θ shown in FIG.
If the value is outside the range of OL, the fuel cannot be injected by pressure during the valve closing period outside the range and the injection amount becomes insufficient. Therefore, the operations in steps 113 to 117, 123, and 124 are performed. First, in step 113, it is determined whether or not the corrected SPV valve closing start position θ′pre is before the cam lift ascending start angle θCL. If it is not before the cam lift ascending, in step 114, θ′pre is directly used as SPV. FIG. 8 shows the valve closing start command θC before starting the lift of the cam lift.
In the case of (a), in step 123, the cam lift rising start angle θCL is set as the SPV valve closing start command θC.

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

At step 116, it is determined whether or not the SPV valve opening timing (θC + θ) is within the invalid pressure feed angle θOL of the top dead center of the cam lift. If it is within the top dead center in step 116, in step 117, the calculation SPV
The valve opening timing θC + θ is set as the SPV valve opening command value θo, and in the case of exceeding the invalid pressure feeding angle as shown in FIG. 8B, in step 124, the invalid pressure feeding angle θOL is set as the SPV valve opening command θo.

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

As described above, according to this embodiment,
The difference between the target injection timing and the actual injection timing is detected, the pre-stroke control amount is corrected in accordance with the error, and it is determined whether the corrected electromagnetic spill valve (SPV) closing period is within the pressure feed cam angle range. If the SPV control cam angle is determined to be within the predetermined range, the SPV control cam angle is changed so that the injection timing becomes the target value, and if not, the SPV control cam angle is controlled to fall within the predetermined range. By performing the correction control of the cam angle, it is possible to realize a pre-stroke control system capable of accurately controlling the injection timing to the target value or controlling the injection timing closest to the target value, particularly in the transient mode.

The present invention is not limited to the above-described embodiment. For example, in the above-described embodiment, a distributing pump having an electromagnetic spill valve metering type having a built-in timer has been described. Type pump with a rack metering actuator for pre-stroke control and a system with an external timer, all other cam pumping type pumps with electrical control means for metering control and injection timing control Needless to say, the same technique can be applied and realized.

[0037]

As described above, according to the present control, during a transition in which a deviation occurs between the actual position of the timer and the target position, the pre-stroke is corrected so as to realize the target injection timing, and the injection timing is adjusted. Since the pre-stroke control giving priority to the accuracy is performed, the injection timing control accuracy is improved, and excellent effects such as improved output performance and reduced emission are obtained.

[Brief description of the drawings]

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

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

FIG. 3 is a plan view showing details of a signal rotor of FIG. 2;

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

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

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

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

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

[Explanation of symbols]

 44: electromagnetic spill valve (SPV) 52: timing control valve 62: pickup 74: accelerator sensor 76: intake sensor 82: microcomputer

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-5-280405 (JP, A) JP-A-60-233319 (JP, A) JP-A-3-145543 (JP, A) JP-A 60-233 150455 (JP, A) Fully open sho 63-202752 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F02D 41/40 F02D 1/02 F02D 41/02

Claims (1)

(57) [Claims] 1. A spill valve for communicating or shutting off a high-pressure chamber and a low-pressure chamber where fuel is pressurized and controlling start and end of injection of fuel pressurized in the high-pressure chamber, and rotation of an engine. A fuel injection device for a diesel engine, comprising: a timer for changing a phase of the pressurizing operation of the high-pressure chamber; and a target injection amount, a target position of the timer indicating a target injection timing, as a basic control amount of the diesel engine. Setting means for setting a target pre-stroke indicating an injection start timing for shutting off the high-pressure chamber and the low-pressure chamber by the spill valve; and a target position of the timer set by the target position setting means and a setting of the timer. Error calculating means for calculating a deviation from the actual position as an injection timing error; and correcting the target pre-stroke with the injection timing error; A pre-stroke correcting means for compensating for a response delay by a pre-stroke, and limiting a corrected pre-stroke corrected by the injection timing error to a timing after a timing at which the cam starts pumping; and In addition to limiting the injection end time communicating with the chamber before the cam pressure feed end time, the injection end time is set to a time when the target injection amount is realized under the corrected pre-stroke corrected by the pre-stroke correcting means. A fuel injection device comprising: an injection end timing setting unit to be set; and a driving unit that drives the spill valve according to the correction pre-stroke and the injection end timing.