JPH0468460B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an internal combustion engine, and in particular to an electronic fuel injection device (EFI device) for an internal combustion engine, which is equipped with an arithmetic processing device to determine the order and timing of fuel injection. This invention relates to a control device that performs discrimination. In the following description, the internal combustion engine will be abbreviated as engine.

Conventionally, in multi-cylinder engines with EFI devices,
An independent injection method is used to control fuel injection timing for each cylinder and to reduce variations in fuel injection amount for each cylinder. Such cylinder-specific fuel injection control devices are suitable for engines used in motorcycles, etc., which have a series of throttle valves installed for each cylinder, and which have large pulsations in the negative pressure in the intake pipe. , is particularly effective for improving acceleration performance and improving air-fuel ratio accuracy.

In the above-mentioned cylinder-specific fuel injection control system, a rotation angle sensor using a magnetic pickup is conventionally installed on the engine camshaft as a device for determining cylinders to set fuel injection standards for each cylinder. The rotation angle of the installed camshaft was detected. However, the configuration in which a cylinder discrimination sensor is provided on the camshaft has limitations in terms of installation space and appearance, and also has problems with the durability and reliability of the sensor due to its installation near the camshaft, which is exposed to harsh high-temperature environments. There was a problem. The present invention has been made with the intention of solving the problems in conventional devices as described above.

The object of the present invention is to provide a rotation angle sensor that detects the rotation of the crankshaft of an engine, an air pressure sensor, and a switching solenoid valve that switches the test air pressure detected by the air pressure sensor (a patent application filed by the same applicant as the present application). (disclosed in Japanese Patent No. 57-32059) and a control arithmetic processing unit, and controls the fuel injection timing for each cylinder of the engine based on the intake pipe pressure detected by the air pressure sensor at the first operating position of the switching radio valve. At the second operating position of the switching electromagnetic valve, the atmospheric pressure is corrected for the reference ignition timing and reference fuel injection period of the engine based on the atmospheric pressure detected by the air pressure sensor. An object of the present invention is to provide an engine control device for the engine.

According to the engine control device according to the present invention, the following excellent effects can be obtained.

(1) Since the rotation angle sensor for identifying the cylinders of the engine does not need to be installed near the camshaft, which has many disadvantages, problems regarding the durability and reliability of the sensor are resolved.

(2) Only one pressure sensor is used to detect intake pipe pressure and atmospheric pressure using a switching solenoid valve (VSV).
Since this is done by switching, the device is inexpensive.

(3) Once the correspondence between each cylinder of the engine and the appropriate fuel injection timing is determined, there is no need to continuously identify the cylinders, and therefore there is no need to constantly detect intake pipe pressure. . Furthermore, it is not necessary to constantly detect atmospheric pressure. Therefore, the intake pipe pressure detection signal obtained by switching the switching electromagnetic valve can be used as the load detection signal without using an engine load detection signal generator that detects the intake pipe pressure of an engine in a separate system using a relative pressure sensor. By using them together, it is possible to simplify the configuration of the device and reduce costs.

(4) Since the device of the present invention injects fuel independently into each cylinder of the engine, it is possible to improve the control accuracy of the fuel injection amount, thereby improving engine drivability and reducing engine disposal. Effective for cleaning.

(5) Other advantages obtained by various modifications of the embodiments of the present invention will become clear along with the description of each embodiment described below.

Hereinafter, some embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 shows an outline of the overall configuration of a first embodiment of the present invention, in which 1 is a motorcycle engine having, for example, four cutting pipes #1 to #4; 2 is an intake pipe connected to each cylinder, and 3 is a throttle valve provided for each cylinder. Although detailed explanation of the configuration is omitted, the throttle valve 3 of each cylinder is as follows:
Opening and closing are controlled in conjunction with the driver's accelerator operation, similar to conventional devices of this type. 5 is a solenoid valve (hereinafter referred to as VSV
When the solenoid valve 5 is energized, atmospheric pressure is introduced into the absolute pressure sensor 6, and when the electromagnetic valve 5 is deenergized, the pressure in the intake pipe 2 is introduced into the absolute pressure sensor 6. and air pipe 2
If the pressure is derived, cylinder discrimination is performed, and if the atmospheric pressure is derived, atmospheric pressure detection for atmospheric pressure correction is performed. Reference numeral 7 denotes a relative pressure sensor for detecting engine load, and is configured to sample the average pressure of each cylinder from the downstream side of the throttle valve 3 of each cylinder. As mentioned above, 6 is an absolute pressure sensor for cylinder discrimination and atmospheric pressure detection. The pressure sensors 6 and 7 are both sensors of an absolute pressure detection type structure which are known per se. The output signals from pressure sensors 6 and 7 are 10
The power is supplied to the engine control unit (hereinafter abbreviated as ECU) shown in .

4 is a rotation sensor using a known magnetic pickup or the like, and includes a reference angle sensor (hereinafter abbreviated as G sensor) 4a and a crank angle sensor (hereinafter abbreviated as N sensor) 4b.
For example, the G sensor 4a generates a TDC signal for each rotation of the engine crankshaft, and the N sensor 4b generates a crank angle signal for each constant crank angle (for example, 60° C.A.). The output signals of the G sensor 4a and the N sensor 4b are both supplied to the ECU 10.
The details of the configuration of the ECU 10 will be described later, but it performs calculations based on the output signals from the G sensor 4a and N encoder 4b and the output signals from the pressure sensors 6 and 7, and supplies a switching signal for the VSV 5.

Further, cylinder discrimination is performed based on the output signal from the absolute pressure sensor 6, the output signal from the relative pressure sensor 7, the output signal from the G sensor 4a, and the output signal from the N sensor 4b, and the injection timing of the injector shown in 8 is performed. and injection period
The ECU 10 is configured to perform calculations and supply an injector drive signal to each of the injectors 8 via a signal line 9.

The arithmetic processing procedure of the ECU 10 in the first embodiment will be described below with reference to a flowchart and a timing chart.

FIG. 2 shows a time chart of the control operation of the control device of the present invention, and FIG. 3 shows a flow chart of the arithmetic processing of the ECU 10.

Step 1000 in FIG. 3 begins with the closing of an ignition switch, not shown. Reset memory (delete old data) in step 2000
Then, proceed to step 3000, where immediately after the ignition switch is closed and the engine has not started, the VSV is OFF and the output signal of the absolute pressure sensor 6 is read in order to detect the intake manifold pressure. Proceeding to step 4000, the output signal of the absolute pressure sensor 6 is A/D converted, and the resulting value is stored as the atmospheric pressure value P _O.

At step 5000, the VSV5 switching is determined. That is, the engine state is determined in order to determine whether to determine the output signal of the absolute pressure sensor 6 to determine the cylinder or to perform atmospheric pressure detection.

In step 5050, output signals from the G sensor 4a, the N sensor 4b, the absolute pressure sensor 6, the relative pressure sensor 7, and the VSV 5 are read as signals necessary for switching the VSV 5.

The reading timing of the output signal of the absolute pressure sensor 6 is as shown in the time chart of FIG.
The N sensor 4b signal generated after the G sensor 4a signal is generated is counted as N ₁ , the next N sensor 4b signal is counted as N ₂ , and the time point of N ₄ when the intake pipe pressure suddenly changes [for example, 150 ° C A (BTDC)] , VSV is
When reading the changes in intake manifold pressure in the OFF state, read the absolute pressure sensor 6 signal. Further, the G sensor 4a signal is
As shown in the time chart in the figure, in the order of reading at the beginning (random at first), count G ₁ , then G ₂ , then G ₁ , and alternately count G ₁ and G ₂ , and make two rotations of the engine. Each signal is grouped and converted.

In step 5100, the engine rotational speed is calculated based on the N sensor 4b signal. In step 5150,
In order to determine whether the engine load condition is such that cylinder discrimination or atmospheric pressure detection is performed, it is determined whether the relative pressure sensor 7 signal is greater than or equal to the set negative pressure value P _B. In other words, the relative pressure sensor 7 signal is P _B
(For example, P _B is selected to be 400 mmHg, and the output signal of the relative pressure sensor 7 is set to be equal to or higher than the set value when the throttle is fully closed when the engine speed is 4000 rpm or higher). death,
Since fuel injection will be stopped if P _B or higher during deceleration, there is no need to determine the injector injection standard.
Proceed to step 5200 to turn on VSV and detect atmospheric pressure. That is, the fuel injection control device does not perform injector injection when the engine is decelerating at a high speed. At step 5200
The solenoid valve of VSV5 is turned on in synchronization with the _G1 signal so that the pressure becomes atmospheric immediately after switching the VSV5, the atmospheric pressure is guided to the absolute pressure sensor 6, and the process proceeds to step 5300, where the absolute pressure sensor 6 signal is turned on. The N sensor 4b signal _N4 is read in synchronization, the value is set as the atmospheric pressure value P _O , the value obtained in step 4000 is cleared, and the P _O obtained in step 5300 is A/D converted and stored in memory. In this way, the atmospheric pressure value P _O is rewritten to a new value, and step 5400
Proceed to step 6000, turn off the solenoid valve of VSV5 in synchronization with the next _G1 signal, and proceed to the next step 6000. At step 5150, the relative pressure sensor 7 signal is
_P Turn off the solenoid valve in synchronization with the next _G1 signal and proceed to step 6000. On the other hand, if the solenoid valve of VSV5 is OFF at step 5500, the step
Proceed to cylinder discrimination calculation of 6000 B process.

In step 6000, arithmetic processing for cylinder discrimination is performed.

In step 6050, when VSV5 is in the OFF state, absolute pressure sensor 6 causes N sensor 4 to
Intake manifold pressure P _i read at the timing of N _4i of the b signal and N _4i-1 of the N sensor 4b signal
The difference ΔP _i from P _i-1 read at the timing of
seek. That is, the calculation ΔP _i =P _i −P _i-1 is performed, and the process proceeds to step 6100. In step 6100, it is determined whether ΔP _i is greater than E ₁ (however, E ₁ is a set value set as a pressure value to prevent misjudgment;
100 mmHg), and if ΔP _i is smaller than E ₁ , the pressure change is small and there is a risk of misjudgment, so the process proceeds to step 6600 without cylinder discrimination. If ΔP _i is larger than E ₁ , that is, if P _i-1 corresponds to the intake stroke and R _i corresponds to the expansion stroke, then
Proceed to step 6200, and the engine rotation speed Ne is
Determinable engine rotational speed N rpm (e.g.
6000rpm) and can be determined.In the high-speed rotation range above Nrpm, the engine is generally in an accelerating operation state, so even if the fuel injection timing is not separated for each cylinder, there will be variations in the fuel injection amount. If it will not become larger, proceed to step 6600 without recalculating the cylinder reference. If the engine rotational speed is less than the determinable engine speed N rpm, the process advances to step 6300. In step 6300, ΔP _i >E _i and
A flag is set to indicate that the cylinder discrimination condition of Ne<N rpm is satisfied, and the process proceeds to step 6400. In step 6400, it is determined whether the relationship between the flag and _G1 , which was initially grouped randomly, is valid. That is, it is determined whether the relationship between the flag and the G sensor signal _G1 is true or not, and the next G sensor 4a signal after the flag is determined.
It holds if G ₁ , that is, G ₁ at that time
is determined to indicate the TDC of the intake stroke. On the other hand, in the case of G ₂ , it is determined that it does not hold, that is,
It is determined to be the TDC of the combustion stroke. If not established, the process proceeds to step 6500, where the G sensor 4a signal is
The G ₁ and G ₂ signals are converted so that G ₁ becomes G ₂ and G ₂ becomes G ₁ so as to correspond appropriately to each stroke of the engine, and the process proceeds to step 6600. As mentioned above, G ₁ and G ₂ are grouped by randomly dividing them into G ₁ and G ₂ after the engine starts, but in step 6400, G ₁ and G ₂ are grouped according to the intake stroke or combustion stroke of the engine. Check that it corresponds appropriately and perform injection in each cylinder. If the required relationship is established in step 6400, the process advances to step 6600. The flag is necessary to determine the appropriate correspondence between the G ₁ and G ₂ signals and the engine intake stroke or combustion stroke, but once it is obtained, it becomes unnecessary, so the flag is reset and the process proceeds to step 6700. At step 6700,
In order to inject fuel at the intake stroke TDC of each cylinder, use the _G1 signal of the G sensor 4a as the #1 cylinder injection standard, the _G1 signal +180℃A as the #2 cylinder injection standard, and the _G2 signal as the #4 cylinder injection standard. The standard, G ₂ +180°C A, is set as the #3 cylinder injection standard, and an independent injection standard is established for each cylinder, and the process proceeds to step 7000.

Steps 7000 perform calculations such as ignition timing and injector injection period.

At step 7100, the engine operating condition is determined from the engine speed and relative pressure sensor 7 signal, and the reference ignition timing and reference injector injection period are calculated, and the process proceeds to step 7200. step 7200
In step 4, the value of atmospheric pressure P _O detected in step 4000 or step 5300 is
Atmospheric pressure correction (correction for fluctuations in charging efficiency due to atmospheric pressure fluctuations) is performed on the reference ignition timing and reference injector injection period determined in step 7100, and the process proceeds to step 7300. In step 7300, step
Ignition and injector injection are performed using the values of the ignition period and injector injection period for which the atmospheric pressure has been corrected at 7200, and the process returns to the left side of FIG.

In the first embodiment, in step 6050, P _i read at the timing of N _4i of the N sensor 4b signal and N _4i-1 of the N sensor 4b signal
The difference ΔP _i from P _i-1 read at the timing of
The calculation ΔP _i = P _i −P _i-1 is performed to determine whether the intake pipe pressure value has increased from the intake stroke to the expansion stroke _.
Similar control can be performed by using the opposite logic to determine whether or not the intake pipe pressure value decreases when entering the intake stroke from the expansion stroke by calculating =P _i-1 −P _i .

In step 5150 of the above embodiment, in determining whether to perform atmospheric pressure detection or cylinder discrimination using the absolute pressure sensor 6, atmospheric pressure detection is performed during deceleration, and cylinder discrimination is performed at other times. , instead, the G sensor 4a signal or the N sensor 4
b signal is counted and, for example, the G sensor 4a signal is
It is also possible to perform inter-cylinder discrimination that occurs 10 times, switch the VSV 5 in response to the next G sensor 4a signal, and immediately thereafter perform atmospheric pressure detection while the G sensor 4a signal occurs 10 times. In this way, even if atmospheric pressure detection and cylinder discrimination are performed alternately and repeatedly at certain cycles of the G sensor 4a signal or the N sensor 4b signal, the atmospheric pressure value will not change suddenly during driving. Once the cylinder discrimination has been confirmed, the response can be taken naturally thereafter, so there is no need to constantly detect the cylinders, so similar control can be performed.

Furthermore, in step 5200 and step 5400, the ON/OFF control of the solenoid valve of VSV5 is performed in synchronization with the G sensor 4a signal, but the ON/OFF control is performed periodically with a specific crank angle indicated by the N sensor 4b signal. -OFF control can also be performed.

As described above, cylinder discrimination can be performed using the absolute pressure sensor 6, so compared to the conventional configuration in which a cylinder discrimination sensor is provided on the camshaft, there are fewer restrictions on installation space, and the sensor The reliability of the control device can be improved because it does not have to be installed in the worst environment of high temperature near the camshaft as in the past. Further, since fuel can be injected independently for each cylinder, the accuracy of the fuel injection amount can be improved, and engine operability and exhaust gas cleaning can be improved.

Furthermore, in the above embodiment, cylinder discrimination and atmospheric pressure detection are performed alternately or only one of them is performed irregularly, but atmospheric pressure detection does not need to be continued at all times, so it is performed every certain period. Alternatively, it is possible to function sufficiently by changing the atmospheric pressure value only during deceleration.

Also, regarding cylinder discrimination, once G ₁ and G ₂ of the G sensor 4a signal are replaced with cylinder signals,
As long as the control device does not malfunction, G ₁ and G ₂ that have been set once do not need to constantly detect the cylinder discrimination signal.
There is no problem because the cylinder reference continues to be set based on the signal.

Further, regarding atmospheric pressure detection, since the engine intake pipe and the absolute pressure sensor 6 are separated by the VSV 5, there is no pressure loss due to an air cleaner or the like, so that accurate atmospheric pressure detection can be performed.

FIG. 4 and FIG. 5 show an outline of the overall configuration of a second embodiment of the present invention regarding a control device that performs switching between cut cylinder discrimination and atmospheric pressure detection depending on the operating state of the engine, and the calculations performed therein. A processing flowchart is shown. In FIG. 4, parts corresponding to those in FIG. 1 are designated by one reference numeral, and their explanation will be omitted. In FIG. 4, a device for supplying a signal from the starter 11 to the ECU 10 is added, so that the engine starting state can be determined.

FIG. 5 shows a control device according to a second embodiment of the present invention.
A flowchart of calculation processing by the ECU 10 is shown, and parts corresponding to those in FIG. In other words, the steps in Figure 3
Only the A process in the 5000 series (VSV5 switching determination) is changed, and switching between atmospheric pressure detection and cut cylinder determination is performed depending on the engine rotation speed.

In step 5010, the G sensor 4a signal, the N sensor 4b signal, the absolute pressure sensor 6 signal, the relative pressure sensor 7 signal, the VSV5 signal, and the starter 11 signal are read as signals necessary for switching the VSV5. The reading timing of the absolute pressure sensor 6 signal is as shown in the time chart of FIG. 2, and the reading is carried out in the same manner as in the embodiment of FIG. 3.

Proceeding to step 5110, the starter 11 signal is checked to determine whether the engine is in the starting state.
It is determined whether the starter 11 signal is ON (state in which the starter is rotating) or not, and if the starter 11 signal is ON, the process proceeds to step 5600 where atmospheric pressure is detected.
If the signal is OFF, proceed to step 5210. In step 5210, the engine rotational speed is determined from the N sensor 4b signal, and the process proceeds to step 5310. step
In the 5310, in order to determine whether the engine rotation speed is below a low rotation speed that does not require cylinder discrimination, the engine rotation speed Ne is set to N ₁ (however, N ₁ is the lowest rotation speed that does not require cylinder discrimination, e.g.
N ₁
In the following cases, proceed to step 5600; if _N1 is exceeded, proceed to step 5410. At the time of startup and in the region of rotational speed close to the time of startup, fuel injection including an increase at startup is uniformly performed in all cylinders, so there is no problem even if there is no cylinder reference, and fuel injection is performed uniformly in all cylinders. In step 5410, in order to determine whether the engine rotation speed is less than a high rotation speed that does not require cylinder discrimination, the engine rotation speed Ne is set to N ₂ (however,
N ₂ is the maximum rotation speed that does not require cylinder discrimination,
For example, 6000 rpm).
If cylinder discrimination is required at N less than ₂ , step
Proceed to step 5500, and if cylinder discrimination is not required at N ₂ or more, proceed to step 5600. In the high rotational speed region, the engine is generally in an accelerated state, and even if cylinder-specific injection is not performed, there is no problem because the variation in fuel injection amount does not become large.

In step 5600, it is determined that the engine is in a state that does not require cylinder discrimination.
Turn on the solenoid valve of VSV5 in synchronization with the G signal to establish continuity with the atmosphere, and proceed to step 5700. In step 5700, the absolute pressure sensor 6 signal is read, A/D converted as atmospheric pressure P _O , the previous value (atmospheric pressure value P _O before startup in step 4000) is cleared, and the current latest atmospheric pressure is Memorize the value P _O and proceed to step 5800. At step 5800,
Turn off the solenoid valve of VSV5 in synchronization with the G signal, establish continuity with the intake manifold, and proceed to the next process. In step 5500, it is determined whether the solenoid valve of VSV5 is ON or not, and if it is OFF, the process proceeds to step 6000 for cylinder discrimination processing. On the other hand, if the solenoid valve of VSV5 is ON, proceed to step 5800 and
Turn off the solenoid valve 5 in synchronization with the G signal,
Proceed to the next process.

As mentioned above, the independent injection method for each cylinder is not particularly effective in the rotational speed region at and near the time of starting, and the injection method is uniformly applied to all cylinders for each revolution of the engine.
As it is sufficient to perform fuel injection with a fuel injection amount that includes the fuel increase at startup, there is no problem even if cylinder standards are not set at startup. Yes, especially without separating fuel injection timing for each cylinder.
There is no problem because the variation in fuel injection amount is not large.

In this way, in the second embodiment, since the cylinder reference is not required at the time of starting and in the low rotational speed region and the high rotational speed region near the time of starting, the absolute pressure sensor 6 detects the atmospheric pressure, and other than the above In an engine operating state that requires a cylinder reference, the absolute pressure sensor 6 detects the intake manifold pressure, discriminates the cylinder, and sets the cylinder reference for fuel injection.

Next, a third embodiment will be described in which failure detection is performed by determining whether or not the absolute pressure sensor signal 6 is a correct value.

FIG. 6 shows a flowchart of arithmetic processing in the third embodiment, and portions corresponding to those in FIG. 5 are given the same reference numerals and explanations thereof will be omitted. Third
In this embodiment, steps 5010 and 5010
Up to 5600, it is the same as in Fig. 5. In step 5710, the absolute pressure sensor 6 signal is read and its value is
As P _pi , proceed to step 5720. step 5720
, P _pi determined in step 5710 is an atmospheric pressure value of P ₁ to P ₂ (for example, P ₁ = 300 mmHg to P ₂ = 900 mm
If it is within the above range, proceed to step 5730; if it is not within the above range, VSV5
It is determined that there is a failure and there is no continuity with the atmosphere.
Proceed to step 5740. At step 5740, P _pi is
The data is when VSV5 is out of order and is not the atmospheric pressure value, so clear P _pi and proceed with the step.
Go to 5800. In step 5730, P _pi is adopted as data when VSV5 is normal, and P _pi is set to atmospheric pressure P _p
Convert A/D as , store in memory, step 5800
Proceed to. In step 5800, VSV5 is turned off in synchronization with the G signal.

As mentioned above, if VSV5 fails (for example
Even if the VSV5 fails and does not switch to the atmospheric pressure side, etc.), an appropriate range is set as the atmospheric pressure value, and if P _pi falls within that range, it is adopted as the atmospheric pressure value P _p . Therefore, even if the VSV5 fails, there is no risk that the atmospheric pressure correction will deviate significantly.

In the third embodiment described above, the absolute pressure sensor 6 signal is read only once for determination, but after reading the same signal several times, the values are averaged and the average value is used for detection. Good too.

Further, when the logic of atmospheric pressure detection value (when VSV5 is ON) > intake manifold pressure detection value (when VSV5 is OFF) holds, it is determined to be normal, and when this does not hold, it may be determined that there is a failure.

In addition, regarding how to set the engine operating state for atmospheric pressure detection, the current fuel injection method is to inject all cylinders uniformly (for example, at startup or at high rotation speed and high load), or to inject each cylinder individually. In order to determine whether independent injection with variable timing is being performed, the logic is to reversely detect the EFI operating status and switch VSV5.
In the former case, the VSV5 may be turned on to perform atmospheric pressure detection, and in the latter case, the VSV5 may be turned off to perform cylinder discrimination.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing an overview of the overall configuration of an internal combustion engine control device according to a first embodiment of the present invention.
FIG. 2 is a time chart showing the control operation of the apparatus of the present invention shown in FIG. FIG. 3 is a flowchart showing the arithmetic processing procedure of the ECU of the device of the present invention shown in FIG. FIG. 4 is a schematic diagram showing an overview of the overall configuration of an internal combustion engine control device according to a second embodiment of the present invention. FIG. 5 is a flowchart showing the arithmetic processing procedure of the ECU of the device of the present invention shown in FIG. FIG. 6 is a flowchart of a third embodiment of the present invention, which is a partial modification of the flowchart of the second embodiment of the invention shown in FIG. (Explanation of symbols), 1...Internal combustion engine (engine),
2... Intake pipe, 3... Throttle valve, 4... Rotation sensor, 4a... Reference angle sensor (G sensor),
4b...Crank angle sensor (N sensor), 5...
...Solenoid valve (VSV), 6...Absolute pressure sensor,
7...Relative pressure sensor, 8...Injector, 9
...Signal line, 10...Engine control
Unit (ECU), 11...Starter.

Claims (1)

[Scope of Claims] 1. A combustion injection device for a multi-cylinder internal combustion engine having an intake pipe connected to each cylinder and a throttle valve provided in each intake pipe of each cylinder, A multi-cylinder internal combustion engine control device comprising a rotation angle sensor, an air pressure sensor, and a control processing unit that generates at least one angle signal per rotation of the crankshaft in response to rotation, the air pressure The air pressure introduction passage leading to the air pressure sensor includes a switching electromagnetic valve for switching an air pressure introduction passage leading to the sensor, and the air pressure introduction passage leading to the air pressure sensor is configured to control the intake air of a specific cylinder of the internal combustion engine in a first operating position of the switching electromagnetic valve. and communicates with the atmospheric pressure introduction passage when the switching valve is in the second operating position, and the arithmetic processing device is configured to communicate between the first operating position and the first operating position of the switching electromagnetic valve. and a switching means for switching between the second operating position and the intake pipe pressure detection value of the specific cylinder from the air pressure sensor in the first operating position and the angle signal from the rotation angle sensor. a cylinder discriminating means for discriminating cylinders of the internal combustion engine; and a cylinder discriminating means for setting a fuel injection standard for each cylinder based on the result of the cylinder discriminating, and causing the fuel injection device to inject fuel independently for each cylinder; 2
a calculation means for correcting the atmospheric pressure of the fuel injection amount of the internal combustion engine based on the atmospheric pressure detected by the air pressure sensor at the operating position of the multi-cylinder internal combustion engine. 2. An internal combustion engine control device according to claim 1, wherein the switching operation of the switching electromagnetic valve is performed according to specific operating conditions of the internal combustion engine. 3. The device according to claim 1, wherein the switching electromagnetic valve is in the second operating position when the starter of the internal combustion engine is operating and when the internal combustion engine is operating at low speed. A multi-cylinder internal combustion engine control device configured to switch to the first operating position during low-load operation, and to switch to the second operating position during high-speed operation and high-load operation of the internal combustion engine. 4. The multi-cylinder internal combustion engine control device according to claim 1, wherein the timing of the switching operation of the switching electromagnetic valve is configured to be synchronized with the angle signal from the rotation angle sensor. 5. The device according to claim 1, configured to use an intake pipe pressure detection signal of a specific cylinder of the internal combustion engine obtained by the air pressure sensor as a load detection signal of the internal combustion engine. Multi-cylinder internal combustion engine control device.