JP4131362B2 - Internal combustion engine control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an internal combustion engine control device that includes an ignition drive circuit that drives an ignition system and an injection drive circuit that drives a fuel injection valve.
[0002]
[Prior art]
In recent automobile engine control, an in-vehicle computer calculates a fuel injection amount and ignition timing according to engine operating conditions, and outputs an injection signal of each cylinder to an injection drive circuit to drive a fuel injection valve of each cylinder. The ignition signal of each cylinder is output to the ignition drive circuit to generate a spark discharge in the ignition plug of each cylinder.
[0003]
[Problems to be solved by the invention]
Since the conventional ignition drive circuit and injection drive circuit are arranged separately from each other and are configured separately, even if there are places that can be shared in the circuit configuration, they must be shared because wiring is difficult However, the circuit scale becomes large and the cost is high.
[0004]
Further, in the conventional engine control system, the number of signal lines for outputting the ignition signal and the injection signal of each cylinder from the engine control computer is increased, so that a large wiring space is required and the wiring of the signal line is complicated. As a result, there was a drawback that the cost was generally high.
[0005]
Further, if a combustion sensor is attached to each cylinder in order to detect the combustion state in each cylinder, there is a disadvantage that the cost increases.
In addition, the coils provided in the ignition drive circuit and the injection drive circuit release residual magnetic energy immediately after the energization is turned off, but this energy is dissipated as heat and is not used effectively.
[0006]
The present invention has been made in view of these circumstances, and an object of the present invention is to simplify the circuit configuration for controlling the internal combustion engine and reduce the cost .
[0007]
[Means for Solving the Problems ]
[0008]
According to a first aspect of the present invention, there is provided an internal combustion engine control apparatus comprising: an ignition drive circuit that drives an ignition system; an injection drive circuit that drives a fuel injection valve; and a control computer that controls both drive circuits. A signal discrimination circuit is provided between the drive circuit and the drive circuit. The signal discrimination circuit performs cylinder discrimination and ignition / injection discrimination based on a combination of a plurality of signals output from the control computer. the drive circuit is be configured to output an ignition signal and the injection signal for each cylinder, which is constituted so that the total number of input signals of the signal discrimination circuit is less than the total number of output signals. That is, as shown in FIG. 2 (example of a four-cylinder engine), the conventional engine control computer (ECU) outputs the ignition signals IGT1 to IGT4 and the injection signals IJT1 to IJT4 for each cylinder. The number of signal lines for outputting a signal and an injection signal is twice as many as the number of cylinders. However, in the invention of claim 1 , a control computer is used to perform cylinder discrimination and ignition / injection discrimination by combining a plurality of signals. The number of signal lines connected to can be significantly reduced as compared with the prior art. As a result, the wiring space of the signal line can be reduced, the wiring of the signal line can be facilitated, and the manufacturing cost can be reduced.
[0009]
In this case, as in claim 2 , the control computer outputs the cylinder discrimination signal, the ignition discrimination signal, and the injection discrimination signal to the signal discrimination circuit, and ignites the pulse widths of the ignition discrimination signal and the injection discrimination signal, respectively. The signal discrimination circuit performs cylinder discrimination and ignition / injection discrimination based on a combination of the cylinder discrimination signal, the ignition discrimination signal, and the injection discrimination signal, and the ignition discrimination signal. And determining the pulse width of the ignition signal based on the pulse width of the injection determination signal, and determining the pulse width of the injection signal based on the pulse width of the injection determination signal, whereby the cylinder determination signal that is an input signal of the signal determination circuit The total number of the ignition determination signal and the injection determination signal is smaller than the total number of the ignition signal and the injection signal which are output signals of the signal determination circuit. Kunar so on may be configured. In this way, in the case of an engine with four or more cylinders, the number of signal lines connected to the control computer can be reduced to less than half of the conventional number. For example, in the case of a four-cylinder engine, the number of signal lines can be four (conventionally eight), and in the case of a six-cylinder engine, the number of signal lines can be five (conventionally twelve). it can.
[0012]
[Embodiment (1)]
Hereinafter, embodiments (1) as a reference example relating to the present invention will be described with reference to FIG. In this embodiment (1), the ignition drive circuit 11 for driving the ignition system and the injection drive circuit 13 for driving the fuel injection valve 12 are configured on the same circuit board (not shown), The injection drive circuit 13 is integrated, and the power supply stabilization circuit 14 that is the same function part of both the drive circuits 11 and 13 is shared. The power supply stabilization circuit 14 is configured by an LC low-pass filter in which a coil 16 and a capacitor 17 are connected in series between a positive terminal and a ground terminal of the battery 15 in order to suppress voltage fluctuation and noise of the battery 15. A connection point between the coil 16 and the capacitor 17 is used as an output terminal 18 of the power supply stabilization circuit 14, and the battery voltage VB is supplied from the output terminal 18 to the ignition drive circuit 11 and the injection drive circuit 13 through the power supply lines 19 a and 19 b.
[0013]
Next, the configuration of the ignition drive circuit 11 will be described. The battery voltage VB supplied from the power supply stabilization circuit 14 through the power supply line 19a is boosted by the booster circuit 20 and charged to the capacitor 22 via the diode 21 for preventing backflow. The booster circuit 20 is configured by connecting a coil 23, a switching element 24, and a resistor 25 in series, and boosts the output voltage of the coil 23 by controlling on / off of the switching element 24 by an ignition control circuit 26. The booster circuit 20 causes a current to flow through the coil 23 during the ON period of the switching element 24, monitors the current value with the terminal voltage of the resistor 25, and turns off the switching element 24 every time the current value reaches a predetermined value. This operation is repeated to boost the output voltage of the coil 23 and charge the capacitor 22. The ignition control circuit 26 monitors the charging voltage of the capacitor 22 and stops the boosting operation of the boosting circuit 20 when the charging voltage reaches a predetermined voltage.
[0014]
When the switching element 29 connected to the primary winding 28 of the ignition coil 27 is turned on, the charge of the capacitor 22 is discharged through the path of the primary winding 28 → the switching element 29 → the resistor 30 → the ground terminal of the ignition coil 27. Then, a current (primary current) flows through the primary winding 28 of the ignition coil 27. A spark plug 33 is connected to the secondary winding 32 of the ignition coil 27. Although not shown, an ignition circuit for the ignition plug 33, the ignition coil 27, the switching element 29, and the resistor 30 is provided for each cylinder, and the ignition circuit for each cylinder is driven by the charging voltage of the capacitor 22. It is like that.
[0015]
On / off of the switching element 29 that interrupts the primary current of the ignition coil 27 is controlled by the ignition control circuit 26 based on an ignition signal output from an engine control computer (not shown). The ignition control circuit 26 turns on the switching element 29 at the rising timing of the ignition signal, causes the primary current to flow through the ignition coil 27, and turns off the switching element 29 at the falling timing of the ignition signal. Cut off the primary current. As a result, a high voltage is generated in the secondary winding 32 of the ignition coil 27 and a spark discharge is generated in the spark plug 33. When the primary current of the ignition coil 27 is interrupted, the residual magnetic energy of the ignition coil 27 is released through the flywheel diode 31.
[0016]
Next, the configuration of the injection drive circuit 13 will be described. The battery voltage VB supplied from the power supply stabilizing circuit 14 through the power supply line 19b is supplied to the constant voltage circuit 34 and converted to the constant voltage Vcc, and used as the power supply voltage of each circuit unit. Further, the battery voltage VB supplied from the power supply stabilization circuit 14 through the power supply line 19 b is applied to the coil 35, and this voltage is boosted by the booster circuit 36. The booster circuit 36 is composed of a DC-DC converter 37, a switching element 38, a resistor 39, and the like. The DC-DC converter 37 turns on the switching element 38 when the output of the monostable multivibrator 40 is at a low level and turns on the coil. An electric current is passed through 35, the current value is monitored by the terminal voltage of the resistor 39, and the operation of turning off the switching element 38 every time the current value reaches a predetermined value is repeated to boost the output voltage of the coil 35. The boosted voltage is charged into the capacitor 42 via the backflow preventing diode 41. The DC-DC converter 37 monitors the charging voltage of the capacitor 42 and stops the boosting operation when the charging voltage becomes a predetermined voltage.
[0017]
The switching element 43 that turns on / off the energization of the drive coil 12a of the fuel injection valve 12 is driven by the output of the monostable multivibrator 40. When the output of the monostable multivibrator 40 is high, the switching element 43 is on. Then, the charging voltage of the capacitor 42 is applied to the drive coil 12a of the fuel injection valve 12, and the battery voltage VB supplied via the diode 44 is also applied to the drive coil 12a of the fuel injection valve 12. The circuit of the diode 44 and the switching element 43 is provided with a circuit of the switching element 45 and a backflow prevention diode 46 in parallel, and when the switching element 45 is turned on, the battery voltage VB is fueled even in the circuit of the switching element 45 and the diode 46. It is applied to the drive coil 12a of the injection valve 12.
[0018]
A switching element 47 and a resistor 48 are connected in series between the drive coil 12a of the fuel injection valve 12 and the ground terminal. An injection signal output from an engine control computer (not shown) is input via a waveform shaping circuit 50 to the constant current control circuit 49 that controls on / off of the switching element 47. The constant current control circuit 49 maintains the switching element 47 in the ON state during the period when the injection signal is input, and flows the drive current to the drive coil 12a of the fuel injection valve 12 to open the fuel injection valve 12. While driving, while monitoring this drive current by the terminal voltage of the resistor 48, the switching element 45 is controlled to be turned on / off so that the drive current is maintained at a predetermined value. When the switching element 47 is turned off at the falling timing of the injection signal and the power supply to the drive coil 12a of the fuel injection valve 12 is cut off, the fuel injection valve 12 is closed and the drive coil 12a of the fuel injection valve 12 is closed. Of residual magnetic energy is released through the flywheel diode 51.
[0019]
An injection signal is input via the waveform shaping circuit 50 to the monostable multivibrator 40 that drives and controls the DC-DC converter 37 and the switching element 43 described above. As a result, the monostable multivibrator 40 outputs a high level signal having a certain time width from the rise of the injection signal to the DC-DC converter 37 and the switching element 43, and during this period of the high level signal, the DC-DC converter 37. Is stopped and the boosting operation is stopped, the switching element 43 is held in the ON state, and a drive current is supplied to the drive coil 12a of the fuel injection valve 12 to open the fuel injection valve 12. Thereafter, when the output of the monostable multivibrator 40 is inverted to a low level, the operation of the DC-DC converter 37 is started to start the boosting operation, and the switching element 43 is turned off to start charging the capacitor 42.
[0020]
The pulse width of the high level signal of the monostable multivibrator 40 is set shorter than the pulse width of the injection signal. Therefore, even if the output of the monostable multivibrator 40 is inverted to a low level and the switching element 43 is turned off, the battery voltage VB is applied to the drive coil 12a of the fuel injection valve 12 through the switching element 45 until the injection signal falls. The fuel injection valve 12 continues to be applied and kept in the open state. Then, at the falling timing of the injection signal, the switching element 47 is turned off to cut off the energization to the drive coil 12a of the fuel injection valve 12, and the fuel injection valve 12 is closed.
[0021]
According to the embodiment (1) described above, the ignition drive circuit 11 and the injection drive circuit 13 are configured on the same circuit board, and the ignition drive circuit 11 and the injection drive circuit 13 are integrated. It is very easy to form a wiring between 11 and 13, and the power supply stabilization circuit 14 which is the same function part of both the drive circuits 11 and 13 can be easily shared. As a result, the circuit configuration of the ignition / injection system can be simplified, the assembly work can be simplified, and the manufacturing cost can be reduced.
[0022]
Incidentally, not limited to the case of forming the a point fire drive circuit 11 and the ejection driving circuit 13 on the same circuit board, for example, to form an ignition drive circuit 11 and the ejection driving circuit 13 to separate the circuit board, both You may make it integrate the ignition drive circuit 11 and the injection drive circuit 13 by accommodating a circuit board compactly in one case.
[0023]
[Embodiment (2)]
Next, Embodiment (2) of this invention is demonstrated using FIG. 2 thru | or FIG.
[0024]
First, in order to facilitate understanding of the present embodiment (2), a conventional configuration will be described based on FIG. FIG. 2 shows signal lines of ignition signals IGT1 to IGT4 and injection signals IJT1 to IJT4 of each cylinder of an engine control computer (ECU) of a conventional four cylinder engine. Since the ECU of a conventional four-cylinder engine outputs ignition signals IGT1 to IGT4 and injection signals IJT1 to IJT4 from separate output ports for each cylinder, the ignition signals IGT1 to IGT4 and injection signals IJT1 to IJT4 for four cylinders are output. In order to output, a total of 8 signal lines are required, and the number of signal lines is increased.
[0025]
Therefore, in the embodiment (2) of the present invention, the configuration shown in FIGS. 3 to 5 is used in order to reduce the number of signal lines of the ECU. 3 to 5 show an embodiment in which the present invention is applied to a four-cylinder engine. The ECU outputs two cylinder discrimination signals IGA and IGB, an ignition discrimination signal WTG, and an injection discrimination signal WTJ to the signal discrimination circuit 55. . Then, the signal discrimination circuit 55 discriminates which of the 8 types of combinations in FIG. 4 corresponds to the combination of ON (high level) and OFF (low level) of these four signals IGA, IGB, WTG, and WTJ. Then, cylinder discrimination and ignition / injection discrimination are performed. That is, the signal discriminating circuit 55 discriminates cylinders by combining ON and OFF of the two cylinder discriminating signals IGA and IGB, and discriminates ignition and injection by combining the ignition discriminating signal WTG and the injection discriminating signal WTJ. Depending on the determination result, ignition signals IGO1 to IGO4 and injection signals IJO1 to IJO4 are output to an ignition drive circuit (not shown) and an injection drive circuit (not shown) for each cylinder.
[0026]
Further, as shown in FIG. 5, the ECU changes the pulse widths of the ignition determination signal WTG and the injection determination signal WTJ according to the ignition drive time and the injection time, respectively, and the signal determination circuit 55 performs the pulse determination of the ignition determination signal WTG. The pulse width (ignition drive time) of the ignition signals IGO1 to IGO4 is determined by the width, and the pulse width (injection time) of the injection signals IJO1 to IJO4 is determined by the pulse width of the injection determination signal WTJ. The signal discrimination circuit 55 described above may be configured with a logic circuit.
[0027]
The signal discriminating circuit 55 is provided with an input terminal IGW for setting the number of times of ignition so that it can cope with multiple ignition. The signal determination circuit 55 has a built-in monitor circuit (not shown) for monitoring the ignition / injection operation, and is provided with two output terminals Igf and Ijf for outputting the ignition monitor signal and the injection monitor signal. By detecting the signal and the injection monitor signal by the ECU, it can be determined whether or not the ignition / injection is normal.
[0028]
In the embodiment (2) described above, for example, in the case of a four-cylinder engine, cylinder discrimination and ignition / injection discrimination are performed by a combination of ON and OFF of four signals IGA, IGB, WTG, WTJ, and Since the pulse widths of the ignition signals IGO1 to IGO4 (ignition drive time) and the pulse widths (injection time) of the injection signals IJO1 to IJO4 are determined by the pulse widths of the ignition determination signal WTG and the injection determination signal WTJ. The number of signal lines can be reduced to half of the conventional number, and the wiring space of the signal lines can be reduced, and the signal lines can be easily wired, and the manufacturing cost can be reduced.
[0029]
Note that the present invention is not limited to a four-cylinder engine, and when applied to an engine having three or more cylinders, the number of signal lines of the ECU can be reduced as compared with the conventional one. The number of signal lines can be reduced to less than half of the conventional number. For example, in the case of a 6-cylinder engine, the conventional number of signal lines of the ECU is 12, whereas in the present invention, it is 5 (3 cylinder discrimination, 1 ignition discrimination, 1 injection discrimination). Can do.
[0030]
The signals for determining the pulse widths of the ignition signals IGO1 to IGO4 and the injection signals IJO1 to IJO4 may be output separately from the ignition determination signal WTG and the injection determination signal WTJ.
[0031]
In addition, in the present invention, the signal determination method of the signal determination circuit 55 may be changed as appropriate. For example, the cylinder determination and the ignition / injection determination are performed based on the pulse width of the output signal of the ECU and the number of pulses within a predetermined time. You may do it.
[0032]
[Embodiment (3)]
Next, an embodiment (3) as a reference example related to the present invention will be described with reference to FIG. The engine 60 of the present embodiment (3) is an in-cylinder injection engine that directly injects fuel from the fuel injection valve 61 into the cylinder. The ECU 62 outputs an ignition signal to the ignition drive circuit 63 in synchronization with the ignition timing of each cylinder to generate a spark discharge in the ignition plug 64 of each cylinder and injects an injection signal in synchronization with the injection timing of each cylinder. It outputs to the drive circuit 65, the fuel injection valve 61 of each cylinder is opened, and a fuel is directly injected in a cylinder.
[0033]
In the present embodiment (3), a piezoelectric element is used as a driving means for the fuel injection valve 61, a voltage is applied to the piezoelectric element at the time of injection to open the valve body of the fuel injection valve 61, and the piezoelectric element is applied to the piezoelectric element at the end of injection. The voltage application is turned off and the valve body of the fuel injection valve 61 is closed. In the cylinder injection engine 60, since the injection port of the fuel injection valve 61 is exposed in the cylinder, the combustion pressure in the cylinder acts on the valve body that opens and closes the injection port of the fuel injection valve 61, and the combustion pressure is reduced. It acts on the piezoelectric element through the valve body. For this reason, a voltage is generated in the piezoelectric element in accordance with an increase in the in-cylinder pressure during combustion.
[0034]
Therefore, in the present embodiment (3), the injection drive circuit 64 is provided with a combustion detection circuit 66 for detecting the voltage generated in the piezoelectric element, and the combustion state (for example, misfire) is detected by the voltage of the piezoelectric element detected by the combustion detection circuit 66. Presence / absence, pre-ignition, etc.). In this way, since the driving means (piezoelectric element) of the fuel injection valve 61 can be used as a combustion sensor, it is not necessary to attach a new combustion sensor to each cylinder, and the cost can be reduced accordingly. it can.
[0035]
The present invention is not limited to the case of using a fuel injection valve driven by pressure-electronic device, in the case of using a fuel injection valve driven by the electromagnet, the electromagnetic electromagnets of the fuel injection valve in response to an increase in in-cylinder pressure during combustion The combustion state may be detected by detecting the voltage generated in the coil.
[0036]
[Embodiment (4)]
Next, an embodiment (4) as a reference example related to the present invention will be described with reference to FIG. Also in the present embodiment (4), the injection drive circuit 71 and the ignition drive circuit are configured by configuring the injection drive circuit 71 and the ignition drive circuit 72 on the same circuit board (not shown) as in the above-described embodiment (1). 72 is integrated. FIG. 7 shows a simplified configuration of the injection drive circuit 71 and the ignition drive circuit 72. The configuration of the injection drive circuit 71 and the ignition drive circuit 72 is the same as that of the injection drive circuit 13 and the ignition drive of the embodiment (1). Since the configuration is substantially the same as that of the circuit 11, the same reference numerals are given to the same portions as those of the embodiment (1), and the description thereof is omitted.
[0037]
The feature of the present embodiment (4) is that an energy recovery circuit 73 that recovers residual magnetic energy of the drive coil 12a of the fuel injection valve 12 at the end of injection of the injection drive circuit 71 and supplies it to the ignition drive circuit 72 is provided. It is. The energy recovery circuit 73 connects two switching elements 74 and 75 in series between the ground side of the drive coil 12a of the fuel injection valve 12 and the positive side of the charging capacitor 22 of the ignition drive circuit 72. An energy recovery capacitor 76 is connected between the connection point between the switching elements 74 and 75 and the ground terminal. The energy recovery circuit 73 is configured on the same circuit board together with the injection drive circuit 71 and the ignition drive circuit 72.
[0038]
While the fuel injection valve 12 is open, the switching element 47 of the injection drive circuit 71 is turned on to pass a drive current to the drive coil 12a of the fuel injection valve 12, and the switching elements 74 and 75 of the energy recovery circuit 73 are turned off. . At the end of injection, the switching element 47 of the injection drive circuit 71 is turned off to cut off the energization to the drive coil 12a of the fuel injection valve 12, and at the same time, the switching element 74 on the upper side of the energy recovery circuit 73 is turned on. Thereby, at the end of injection, the residual magnetic energy of the drive coil 12a of the fuel injection valve 12 is recovered to the energy recovery capacitor 76 via the switching element 74.
[0039]
Thereafter, the upper switching element 74 of the energy recovery circuit 73 is turned off, the lower switching element 75 is turned on, and the charging charge of the energy recovery capacitor 76 is ignited via the lower switching element 75. The capacitor 22 for charging is charged. After the energy recovery capacitor 76 is discharged, the switching element 74 on the lower side of the energy recovery circuit 73 is turned off to prevent the backflow of current from the ignition drive circuit 72 to the energy recovery capacitor 76 and the ignition drive circuit. By repeating ON / OFF of the switching element 24 of 72, the output voltage of the coil 23 is boosted and charged to the capacitor 22, and a primary current is supplied to the ignition coil 27 using the charging voltage of the capacitor 22 as a power source. At the falling timing, the switching element 29 is turned off, and the primary current of the ignition coil 27 is cut off. As a result, a high voltage is generated in the secondary winding 32 of the ignition coil 27 and a spark discharge is generated in the spark plug 33.
[0040]
In the embodiment (4) described above, since the residual magnetic energy at the end of the injection of the injection drive circuit 71 is recovered by the energy recovery circuit 73 and supplied to the ignition drive circuit 72, the injection end of the injection drive circuit 71 is completed. The residual magnetic energy at the time can be used effectively, leading to improved fuel efficiency.
[0041]
An energy recovery circuit that recovers surplus energy of the ignition drive circuit 72 and supplies it to the injection drive circuit 71 may be provided.
[0042]
The invention described in this embodiment (4) is not limited to the case where the injection drive circuit 71, the ignition drive circuit 72, and the energy recovery circuit 73 are configured on the same circuit board. The ignition drive circuit 72 is formed on a separate circuit board, and the energy recovery circuit 73 is configured on one of the circuit boards, or the energy recovery circuit 73 is separated from the drive circuits 71 and 72. It may be formed on a circuit board.
Moreover, you may implement combining said each embodiment (1)-(4) suitably.
[Brief description of the drawings]
FIG. 1 is an electric circuit diagram showing a circuit configuration of an ignition / injection system according to an embodiment (1) as a reference example related to the present invention. FIG. 2 is a diagram for explaining the number of signal lines of a conventional ECU. FIG. 4 is a diagram for explaining the number of signal lines of an ECU according to an embodiment (2) of the present invention. FIG. 4 is a cylinder discrimination and an ignition / injection discrimination by a combination of ON / OFF of four signals IGA, IGB, WTG, WTJ. FIG. 5 is a time chart showing the waveform of each signal. FIG. 6 is a diagram showing a schematic configuration of an ignition / injection system showing an embodiment (3) as a reference example related to the present invention. 7] Electric circuit diagram showing circuit configuration of ignition / injection system of embodiment (4) as reference example related to the present invention
DESCRIPTION OF SYMBOLS 11 ... Ignition drive circuit, 12 ... Fuel injection valve, 12a ... Drive coil, 13 ... Injection drive circuit, 14 ... Power supply stabilization circuit (same function part), 15 ... Battery, 16 ... Coil, 17 ... Capacitor, 19a, 19b ... Power line, 22 ... capacitor, 27 ... ignition coil, 28 ... primary winding, 29 ... switching element, 32 ... secondary winding, 33 ... spark plug, 42 ... capacitor, 47 ... switching element, 55 ... signal discrimination circuit, DESCRIPTION OF SYMBOLS 60 ... In-cylinder injection engine, 61 ... Fuel injection valve, 62 ... ECU, 63 ... Ignition drive circuit, 64 ... Spark plug, 65 ... Injection drive circuit, 66 ... Combustion detection circuit, 71 ... Injection drive circuit, 72 ... Ignition drive Circuit 73 ... Energy recovery circuit 74, 75 ... Switching element 76 ... Energy recovery capacitor

Claims (2)

In an internal combustion engine control device comprising an ignition drive circuit that drives an ignition system, an injection drive circuit that drives a fuel injection valve, and a control computer that controls both drive circuits,
A signal discriminating circuit is provided between the control computer and the two drive circuits. The signal discriminating circuit discriminates cylinders and ignition / injection based on a combination of a plurality of signals output from the control computer. According to the result, it is configured to output the ignition signal and the injection signal of each cylinder to both the drive circuits, so that the total number of input signals of the signal discrimination circuit is smaller than the total number of output signals. An internal combustion engine control device characterized by that. The control computer outputs a cylinder discrimination signal, an ignition discrimination signal, and an injection discrimination signal to the signal discrimination circuit, and sets a pulse width of the ignition discrimination signal and the injection discrimination signal in accordance with an ignition drive time and an injection time, respectively. Change
The signal determination circuit performs cylinder determination and ignition / injection determination based on a combination of the cylinder determination signal, the ignition determination signal, and the injection determination signal, and a pulse width of the ignition signal based on a pulse width of the ignition determination signal. And determining the pulse width of the injection signal based on the pulse width of the injection determination signal, whereby the cylinder determination signal, the ignition determination signal, and the injection that are input signals of the signal determination circuit 2. The internal combustion engine controller according to claim 1 , wherein the total number of discrimination signals is configured to be smaller than the total number of the ignition signals and the injection signals that are output signals of the signal discrimination circuit.

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