JP2001115871A - Control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly control the number of idle revolutions of an engine to block the abnormal increase of the number of revolutions of the engine and the occurrence of a misfire even when an alternator is in an abnormal state. SOLUTION: An alternator load being the load applied on an internal combustion engine body 2 caused by power generation of an alternator 1 is controlled and by controlling an intake air amount by an electronic throttle 4 situated in an intake passage 3, the number of idle revolutions of an engine is controlled. An abnormality detecting means is provided to detect abnormality of the alternator and when abnormality of the alternator is detected, control of the alternator load is suspended to control the number of idle revolutions of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, there has been known a control device for an internal combustion engine that controls an engine idle speed by controlling an alternator load and an intake air amount, which are loads on the internal combustion engine when the alternator generates power. An example of this type of control device for an internal combustion engine is disclosed in, for example, JP-A-9-11.
There is one described in Japanese Patent No. 2314.

[0003]

SUMMARY OF THE INVENTION However, Japanese Patent Application Laid-Open No.
In the control device for an internal combustion engine described in Japanese Patent Publication No. 112314, although the alternator load is controlled to control the engine idle speed, it does not detect whether or not the alternator is normal. Therefore, even when the alternator is abnormal, the alternator load is controlled to control the engine idle speed. Therefore, the control device for the internal combustion engine described in Japanese Patent Application Laid-Open No. 9-112314 cannot properly control the engine idle speed when the alternator is abnormal, and the engine speed abnormally increases or misfires There is a possibility of doing so.

In the control device for an internal combustion engine described in Japanese Patent Application Laid-Open No. 9-112314, the alternator continues to generate electric power in accordance with the state of exhaustion of the battery. Is not disclosed when the alternator load is lower than a predetermined value. Therefore, the control device for an internal combustion engine described in Japanese Patent Application Laid-Open No. 9-112314 cannot inhibit the alternator load from being reduced when the battery voltage is lower than a predetermined value. However, there is a possibility that the battery charging speed cannot catch up with the power consumption speed and the battery runs out.

Further, Japanese Patent Application Laid-Open No. 9-112314 discloses that
It does not disclose that the fuel injection amount and the alternator load are increased before the completion of warm-up at the time of engine start as compared to after the completion of warm-up. Further, in the control device for an internal combustion engine described in Japanese Patent Application Laid-Open No. 5-26138, although the fuel injection amount is increased and the ignition timing is retarded before the completion of warming up at the start of the engine as compared to after the completion of warming up, the alternator The load is not increased.
Therefore, if the ignition timing is too retarded to prevent an increase in the engine speed, a misfire will occur and a limit will be imposed on preventing an increase in the engine speed. Therefore, the control device for an internal combustion engine described in Japanese Patent Application Laid-Open No. 5-26138 cannot appropriately prevent an increase in the engine speed while quickly warming up the engine at the time of starting the engine.

In view of the above problems, the present invention is to appropriately control the engine idle speed so as to prevent the engine speed from abnormally increasing or misfiring even when the alternator is abnormal. It is an object of the present invention to provide a control device for an internal combustion engine that can be used.

A further object of the present invention is to provide a control device for an internal combustion engine which can prevent the battery from running down due to the fact that the battery charging speed cannot keep up with the power consumption speed.

A further object of the present invention is to provide a control device for an internal combustion engine which can appropriately prevent an increase in the engine speed while quickly warming up the engine at the time of engine start.

[0009]

According to the first aspect of the present invention, the engine idle speed is controlled by controlling the alternator load, which is a load applied to the internal combustion engine by the alternator generating power, and the amount of intake air. In the control device for an internal combustion engine, an abnormality detecting means for detecting an abnormality of the alternator is provided, and when the abnormality of the alternator is detected, the control of the alternator load for controlling the engine idle speed is stopped. An engine control is provided.

In the control device for an internal combustion engine according to the first aspect, when the alternator is normal, the alternator load and the intake air amount are controlled to control the engine idle speed. Controlling the alternator load to control the speed is discontinued. Therefore, it is possible to prevent the alternator load from being controlled to control the engine idle speed when the alternator is abnormal. Therefore, even when the alternator is abnormal, it is possible to appropriately control the engine idle speed so as to prevent the engine speed from abnormally rising or misfiring.

According to the second aspect of the present invention, when an abnormality of the alternator is detected, the amount of rotation speed fluctuation to be adjusted by controlling the alternator load when the alternator is normal is adjusted by controlling the intake air amount. A control device for an internal combustion engine according to claim 1 is provided.

In the control device for an internal combustion engine according to the present invention, when an alternator abnormality is detected, the rotational speed fluctuation to be adjusted by controlling the alternator load when the alternator is normal is controlled by controlling the intake air amount. Adjusted. Therefore, when the alternator is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the alternator load.

According to the third aspect of the present invention, there is provided a control device for an internal combustion engine for controlling an engine idle speed by controlling an auxiliary torque and an intake air amount supplied from a battery to an internal combustion engine via an alternator. Provided is a control device for an internal combustion engine, which is provided with abnormality detection means for detecting alternator abnormality, and stops controlling the auxiliary torque to control the engine idle speed when the alternator abnormality is detected. You.

In the control device for an internal combustion engine according to the third aspect, when the alternator is normal, the auxiliary torque and the intake air amount are controlled to control the engine idle speed. Controlling the auxiliary torque to control the rotational speed is stopped. Therefore, it is possible to prevent the auxiliary torque from being controlled in order to control the engine idle speed when the alternator is abnormal. Therefore, even when the alternator is abnormal, it is possible to appropriately control the engine idle speed so as to prevent the engine speed from abnormally rising or misfiring.

According to the fourth aspect of the present invention, when an alternator abnormality is detected, the rotational speed fluctuation to be adjusted by the control of the auxiliary torque when the alternator is normal is adjusted by controlling the intake air amount. A control device for an internal combustion engine according to claim 3 is provided.

In the control device for an internal combustion engine according to the present invention, when an alternator abnormality is detected, the rotational speed fluctuation to be adjusted by controlling the auxiliary torque when the alternator is normal is controlled by controlling the intake air amount. Adjusted.
Therefore, when the alternator is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the auxiliary torque.

According to the fifth aspect of the invention, the alternator malfunctions when the value indicating the relationship between the alternator output current outputted from the alternator to the battery and the alternator output current control duty is not within a predetermined range. The control device for an internal combustion engine according to claim 1 or 3, which determines that

In the control device for an internal combustion engine according to the present invention, when the value indicating the relationship between the alternator output current output from the alternator to the battery and the alternator output current control duty is not within a predetermined range, Is determined to be abnormal. Therefore, by determining whether the power generation function of the alternator is abnormal, it is possible to appropriately determine whether the alternator is abnormal.

According to the present invention, the alternator is determined to be abnormal when the value indicating the relationship between the battery voltage and the alternator output current control duty is not within a predetermined range. Or a control device for an internal combustion engine according to 3 above.

In the control device for an internal combustion engine according to the present invention, the alternator is determined to be abnormal when the value indicating the relationship between the battery voltage and the alternator output current control duty is not within a predetermined range. . for that reason,
It is possible to determine whether the alternator is abnormal by determining whether the battery is properly charged.

According to the present invention, the alternator is abnormal when the value indicating the relationship between the change in the battery voltage and the change in the alternator output current control duty is not within a predetermined range. The control device for an internal combustion engine according to claim 1 or 3 is provided.

In the control device for an internal combustion engine according to the present invention, when the value indicating the relationship between the change in the battery voltage and the change in the alternator output current control duty is not within a predetermined range, the alternator may malfunction. Is determined. Therefore, it can be determined whether or not the alternator is abnormal by determining whether or not the battery is properly charged.

According to the present invention, when the value indicating the relationship between the actual engine output torque calculated based on the alternator load and the alternator output current control duty is not within a predetermined range, A control device for an internal combustion engine according to claim 1 or 3, wherein it is determined that the alternator is abnormal.

In the control device for an internal combustion engine according to the present invention, the value indicating the relationship between the actual engine output torque calculated based on the alternator load and the alternator output current control duty is not within a predetermined range. Sometimes it is determined that the alternator is abnormal. Therefore, it is possible to determine whether or not the alternator is abnormal by determining whether or not the load of the alternator has an appropriate value.

According to the ninth aspect, the alternator is determined to be abnormal when the value indicating the relationship between the engine speed and the alternator output current control duty is not within a predetermined range. The control device for an internal combustion engine according to 1 or 3 is provided.

In the control device for an internal combustion engine according to the ninth aspect, it is determined that the alternator is abnormal when the value indicating the relationship between the engine speed and the alternator output current control duty is not within a predetermined range. You. Therefore, it is possible to determine whether or not the alternator is abnormal by determining whether or not the load of the alternator has an appropriate value.

According to the tenth aspect of the present invention, when the engine speed becomes lower than a predetermined value while controlling the alternator load for controlling the engine idle speed, the alternator is activated. A control device for an internal combustion engine according to claim 1, which is determined to be abnormal.

In the control device for an internal combustion engine according to the tenth aspect, when the engine speed becomes lower than a predetermined value while controlling the alternator load to control the engine idle speed. It is determined that the alternator is abnormal. Therefore, it is possible to determine whether or not the alternator is abnormal by determining whether or not the load of the alternator has an appropriate value.

According to the eleventh aspect, when the engine speed becomes lower than a predetermined value while controlling the auxiliary torque to control the engine idle speed, the alternator is activated. Claim 3 which is judged to be abnormal
The control device for an internal combustion engine according to the above is provided.

[0030] In the control device for an internal combustion engine according to the eleventh aspect, when the engine speed becomes lower than a predetermined value while controlling the auxiliary torque to control the engine idle speed. It is determined that the alternator is abnormal. Therefore, it is possible to determine whether or not the alternator is abnormal by determining whether or not the load of the alternator has an appropriate value.

According to the twelfth aspect of the invention, there is provided a control apparatus for an internal combustion engine for controlling an engine idle speed by controlling an alternator load, which is a load applied to the internal combustion engine by generating power by the alternator and an intake air amount. A battery voltage detecting means for detecting a battery voltage, wherein when the battery voltage is lower than a predetermined value, the alternator load is inhibited from being reduced to thereby continue charging the battery. A control device is provided.

In the control device for an internal combustion engine according to the twelfth aspect, when the battery voltage is lower than a predetermined value,
By prohibiting the alternator load from being reduced, that is, prohibiting the battery charging rate from being reduced, the charging of the battery is continued. For this reason, it is possible to prevent the battery from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

According to the thirteenth aspect, when the battery voltage is lower than the predetermined value and the load required by the engine increases, the alternator load is inhibited from being reduced while the intake air amount is reduced. A control device for an internal combustion engine according to claim 12 is provided for increasing.

In the control device for an internal combustion engine according to the thirteenth aspect, when the battery voltage is lower than a predetermined value and the load required by the engine increases, the intake air is prevented from being reduced while the alternator load is reduced. The amount is increased. Therefore, the required engine speed can be secured while preventing the battery from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

According to the fourteenth aspect, when the battery voltage is lower than the predetermined value and the load required by the engine increases, the alternator load is prevented from being reduced and the upshift is performed. A control device for an internal combustion engine according to claim 12, wherein the setting of the gear ratio is changed so as to make it difficult.

In the control device for an internal combustion engine according to the present invention, when the battery voltage is lower than a predetermined value and the load required by the engine increases, the alternator load is inhibited from being reduced and the shift is prevented. The setting of the gear ratio is changed so as to make it difficult to increase. Therefore, the required engine speed can be secured while preventing the battery from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

According to a fifteenth aspect of the present invention, there is provided a control device for an internal combustion engine for controlling an engine idle speed by controlling an auxiliary torque and an intake air amount supplied from a battery to an internal combustion engine via an alternator. Providing a battery voltage detecting means for detecting a battery voltage, when the battery voltage is lower than a predetermined value,
A control device for an internal combustion engine that keeps charging a battery by inhibiting supply of an auxiliary torque is provided.

In the control device for an internal combustion engine according to the present invention, when the battery voltage is lower than a predetermined value,
By prohibiting the supply of the auxiliary torque, that is, prohibiting the power consumption rate from increasing, the charging of the battery is continued. For this reason, it is possible to prevent the battery from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

According to the sixteenth aspect, when the battery voltage is lower than the predetermined value and the engine required load is increased, the supply of the auxiliary torque is inhibited while the intake air amount is reduced. A control device for an internal combustion engine according to claim 15 is provided for increasing.

In the control device for an internal combustion engine according to the present invention, when the battery voltage is lower than a predetermined value and the required engine load is increased, the supply of the auxiliary torque is prohibited while inhibiting the supply of the auxiliary torque. The amount is increased. Therefore, the required engine speed can be secured while preventing the battery from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

According to the seventeenth aspect, when the battery voltage is lower than a predetermined value and the load required by the engine increases, the supply of the auxiliary torque is prohibited and the upshift is performed. A control device for an internal combustion engine according to claim 15, wherein the setting of the gear ratio is changed so as to make it difficult.

In the control device for an internal combustion engine according to the present invention, when the battery voltage is lower than a predetermined value and the required engine load increases, the supply of the auxiliary torque is inhibited and the shift is prevented. The setting of the gear ratio is changed so as to make it difficult to increase. Therefore, the required engine speed can be secured while preventing the battery from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

According to the eighteenth aspect of the present invention, the control device for the internal combustion engine controls the engine idle speed by controlling the alternator load and the intake air amount, which are loads on the internal combustion engine when the alternator generates power. The present invention provides a control device for an internal combustion engine in which the fuel injection amount and the alternator load are increased before the completion of warm-up at the time of engine start as compared to after the completion of warm-up.

In the control device for an internal combustion engine according to the eighteenth aspect, the fuel injection amount and the alternator load are increased before the completion of warm-up at the time of engine start as compared with after the completion of warm-up. for that reason,
By increasing the fuel injection amount, the engine can be quickly warmed up at the start of the engine, and by increasing the alternator load, the engine speed can be appropriately prevented from increasing while preventing misfire.

According to the nineteenth aspect of the present invention, the control device for the internal combustion engine controls the engine idle speed by controlling the alternator load, which is a load applied to the internal combustion engine, and the intake air amount when the alternator generates power. At the start of the engine, before the completion of the warm-up, the throttle opening is increased and the ignition timing is retarded, the air-conditioner load is maximized, and the engine idle speed is set based on the alternator load. And a control device for the internal combustion engine which performs feedback control of the internal combustion engine.

In the control device for an internal combustion engine according to the nineteenth aspect, the throttle opening is increased and the ignition timing is retarded before the completion of warm-up at the time of engine start, compared to after the completion of warm-up, so that the engine is started at the time of engine start. Warm-up can be performed quickly. Further, it is possible to prevent the engine idle speed from excessively increasing by maximizing the air conditioner load. In addition, the engine idle speed is feedback-controlled based on the alternator load, so that it is possible to appropriately prevent the engine speed from increasing while preventing misfire.

According to the twentieth aspect, when it is determined that the combustion state has deteriorated at the time of starting the engine, or when it is determined that the fuel property is heavy, before the completion of warming-up at the time of starting the engine. 20. The apparatus according to claim 19, wherein the throttle opening is increased and the ignition timing is retarded, the air conditioner load is maximized, and feedback control of the engine idle speed based on the alternator load is stopped as compared with after the completion of warm-up. An internal combustion engine control device is provided.

In the control device for an internal combustion engine according to the present invention, when it is determined that the combustion state has deteriorated at the time of starting the engine, or when it is determined that the fuel property is heavy,
Before the completion of warm-up at the time of engine start, the throttle opening is increased, the ignition timing is retarded, the air-conditioner load is maximized, and the engine idle speed is feedback-controlled based on the alternator load. Is aborted. Misfire easily occurs when the combustion state is poor or the fuel properties are heavy. Therefore, in such a case, if the increase in the engine idle speed is suppressed, misfire is more likely to occur. Therefore, as described above, in such a case, the throttle opening is increased and the ignition timing is retarded before the warm-up is completed at the time of engine start compared to after the warm-up is completed, the air conditioner load is maximized, and the alternator load is increased. The feedback control of the engine idle speed based on the above is stopped. As a result, the occurrence of misfire can be reliably prevented.

According to the twenty-first aspect of the present invention, a control device for an internal combustion engine that controls the engine idle speed by controlling the alternator load and the intake air amount, which are loads on the internal combustion engine when the alternator generates power. At the start of the engine, before the completion of warm-up, the throttle opening is increased and the ignition timing is retarded compared to after the warm-up is completed, the air conditioner load is maximized, and the alternator load is maintained at a constant value. There is provided a control device for an internal combustion engine in which an engine idle speed is feedback-controlled based on an ignition timing retard amount.

In the control device for an internal combustion engine according to the twenty-first aspect, the throttle opening is increased and the ignition timing is retarded before the completion of warm-up at the time of engine start, compared with after the completion of warm-up, so that the engine is started at the time of engine start. Warm-up can be performed quickly. Further, it is possible to prevent the engine idle speed from excessively increasing by maximizing the air conditioner load. In addition, the engine idle speed is feedback-controlled based on the ignition timing retard amount, so that it is possible to appropriately prevent the engine speed from increasing while preventing misfire.

According to the present invention, when the alternator load exceeds a predetermined value, or when the ignition timing retard amount exceeds a predetermined value,
A control device for an internal combustion engine according to claim 19 or 21, which reduces the throttle opening.

In the control device for an internal combustion engine according to the present invention, when the alternator load exceeds a predetermined value, or when the ignition timing retard amount exceeds a predetermined value, the throttle opening is increased. Is reduced. That is, when the alternator load exceeds a predetermined value,
It is determined that it is impossible to suppress the increase in the engine idle speed by increasing the alternator load, and the increase in the engine idle speed can be suppressed by reducing the throttle opening. Further, when the ignition timing retard amount exceeds a predetermined value, it is determined that it is impossible to suppress an increase in the engine idle speed by increasing the ignition timing retard amount, and the throttle opening degree is determined. , It is possible to suppress an increase in the engine idle speed.

According to the twenty-third aspect of the present invention, there is provided a control apparatus for an internal combustion engine for controlling an engine idle speed by controlling an auxiliary torque and an intake air amount supplied from a battery to an internal combustion engine via an alternator. Further, there is provided a control device for an internal combustion engine, in which a fuel injection amount is increased and an auxiliary torque is reduced before completion of warm-up at the time of engine start as compared to after completion of warm-up.

In the control device for an internal combustion engine according to the twenty-third aspect, the fuel injection amount is increased and the auxiliary torque is reduced before the completion of warm-up at the time of engine start as compared to after the completion of warm-up. Therefore, it is possible to quickly warm up the engine at the time of engine start by increasing the fuel injection amount, and to appropriately prevent an increase in the engine speed while preventing misfire by reducing the auxiliary torque.

According to a twenty-fourth aspect of the present invention, there is provided a control apparatus for an internal combustion engine for controlling an engine idle speed by controlling an auxiliary torque and an intake air amount supplied to the internal combustion engine from a battery via an alternator. Before the completion of warm-up at the time of engine start, the throttle opening is increased and the ignition timing is retarded as compared to after the warm-up is completed, the air conditioner load is maximized, and the engine idle speed is reduced based on the auxiliary torque. A control device for an internal combustion engine that performs feedback control is provided.

In the control device for an internal combustion engine according to the twenty-fourth aspect, the throttle opening is increased and the ignition timing is retarded before the completion of warm-up at the time of engine start compared to after the completion of warm-up. Warm-up can be performed quickly. Further, it is possible to prevent the engine idle speed from excessively increasing by maximizing the air conditioner load. In addition, the engine idle speed is feedback-controlled based on the auxiliary torque, so that it is possible to appropriately prevent the engine speed from increasing while preventing misfire.

According to the twenty-fifth aspect, when it is determined that the combustion state has deteriorated at the time of starting the engine, or when it is determined that the fuel property is heavy, before the completion of warm-up at the time of starting the engine. 25. The system according to claim 24, wherein the throttle opening is increased and the ignition timing is retarded, the air conditioner load is maximized, and feedback control of the engine idle speed based on the auxiliary torque is stopped, as compared to after the completion of warm-up. An internal combustion engine control device is provided.

In the control device for an internal combustion engine according to the twenty-fifth aspect, when it is determined that the combustion state has deteriorated at the time of engine start, or when it is determined that the fuel property is heavy,
Before the completion of warm-up at the time of engine start, the throttle opening is increased, the ignition timing is retarded, the air-conditioner load is maximized, and the engine idle speed is feedback-controlled based on the auxiliary torque. Is aborted. Misfire easily occurs when the combustion state is poor or the fuel properties are heavy. Therefore, in such a case, if the increase in the engine idle speed is suppressed, misfire is more likely to occur. Therefore, as described above, in such a case, the throttle opening is increased and the ignition timing is retarded before the warm-up is completed at the time of starting the engine as compared with after the warm-up is completed, and the air conditioner load is maximized to increase the auxiliary torque. The feedback control of the engine idle speed based on the above is stopped. As a result, the occurrence of misfire can be reliably prevented.

According to a twenty-sixth aspect of the present invention, there is provided a control device for an internal combustion engine for controlling an engine idle speed by controlling an auxiliary torque and an intake air amount supplied from a battery to an internal combustion engine via an alternator. Before starting warm-up at the time of engine start, the throttle opening is increased and the ignition timing is retarded compared to after warm-up is completed, the air conditioner load is maximized, and the auxiliary torque is maintained at a constant value. Provided is a control device for an internal combustion engine that performs feedback control of an engine idle speed based on a timing retard amount.

In the control device for an internal combustion engine according to the twenty-sixth aspect, the throttle opening is increased and the ignition timing is retarded before the completion of warm-up at the time of engine start, compared to after the completion of warm-up, so that the engine is started at the time of engine start. Warm-up can be performed quickly. Further, it is possible to prevent the engine idle speed from excessively increasing by maximizing the air conditioner load. In addition, the engine idle speed is feedback-controlled based on the ignition timing retard amount, so that it is possible to appropriately prevent the engine speed from increasing while preventing misfire.

According to the twenty-seventh aspect, when the auxiliary torque is smaller than a predetermined value, or when the ignition timing retard amount exceeds a predetermined value, the throttle opening is reduced. Item 30. A control device for an internal combustion engine according to item 24 or 26 is provided.

In the control device for an internal combustion engine according to the present invention, when the auxiliary torque is smaller than a predetermined value or when the ignition timing retard amount exceeds a predetermined value, the throttle opening decreases. Is done. That is, when the auxiliary torque is smaller than the predetermined value, it is determined that it is impossible to suppress the increase in the engine idle speed by reducing the auxiliary torque, and the engine idle is reduced by reducing the throttle opening. An increase in the number of rotations can be suppressed. Further, when the ignition timing retard amount exceeds a predetermined value, it is determined that it is impossible to suppress an increase in the engine idle speed by increasing the ignition timing retard amount, and the throttle opening degree is determined. , It is possible to suppress an increase in the engine idle speed.

[0063]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a block diagram of a first embodiment of the control device for an internal combustion engine of the present invention. In FIG. 1, 1 is an alternator for generating power, 2 is an internal combustion engine main body, 3 is an intake passage, 4 is an electronic throttle disposed in the intake passage 3,
Reference numeral 5 denotes a battery electrically connected to the alternator 1, and 6 denotes an ammeter for detecting a current value flowing from the alternator 1 to the battery 5. 7 is a voltmeter for detecting a battery voltage, 8 is an air flow meter, 9 is an engine speed sensor, 10 is a water temperature sensor for detecting a cooling water temperature of the internal combustion engine, and 11 is an air conditioner pressure. It is an air conditioner pressure sensor. 12 is a power steering pump pressure sensor, 13 is a speed ratio setting change means for changing the setting of the speed ratio of the automatic transmission, 14 is an exhaust passage, 15 is a catalyst disposed in the exhaust passage 14, 1
Reference numeral 6 denotes a catalyst temperature sensor for detecting the temperature of the catalyst 15. 17 is an A / F sensor, 18 is an exhaust gas temperature sensor for detecting exhaust gas temperature, 19 is a combustion pressure sensor for detecting combustion pressure in a cylinder, 20 is an accelerator pedal, and 21 is a sensor for detecting a required load. The load sensor 22 is an electronic control unit (ECU).

FIG. 2 is a diagram showing an alternator fail determination method by the control device for an internal combustion engine according to the present embodiment.
More specifically, FIG. 2A is a flowchart for performing alternator fail determination, and FIG. 2B is a map for determining whether the alternator is normal. This alternator fail determination is performed at predetermined time intervals. When the alternator failure determination is started, first, in step 201, the alternator control duty Do indicating the ratio of time during which the alternator 1 supplies power to the battery 5
Is read. Next, at step 202, the ammeter 6
, The alternator output current value Io detected is read. Next, at step 203, it is determined whether or not the relationship between the alternator control duty Do and the alternator output current value Io is a predetermined relationship.
Specifically, it is determined whether or not the point indicating the control duty Do read in step 201 and the alternator output current value Io read in step 202 is located within the shaded portion of the map in FIG. You. Y
In the case of ES, it is determined that the alternator 1 is normal. On the other hand, if NO, it is determined that the alternator 1 is abnormal, and a flag indicating that the alternator 1 is abnormal is set in step 204 (XOFIL
← 1), this routine ends.

FIG. 3 is a flow chart showing a process at the time of alternator failure by the control device for an internal combustion engine according to the present embodiment. This routine is also executed at predetermined time intervals similarly to the alternator fail determination. When the alternator failure process is started, first, in step 301, a flag (X
(OFAIL = 1) is determined. If the determination is NO, this routine ends. If the determination is YES, the process proceeds to step 302. In step 302, the engine idle speed control based on the alternator load control,
That is, by increasing the amount of power supplied from the alternator 1 to the battery 5, the load on the alternator applied to the internal combustion engine body 2 is increased to reduce the engine idle speed, or the amount of power supplied from the alternator 1 to the battery 5 is reduced. By doing so, the control for reducing the alternator load on the internal combustion engine body 2 and increasing the engine idle speed is stopped. Next, in step 303,
The engine idle speed control is adjusted based on the intake air amount control. That is, the actual engine idle speed is increased to the target speed by increasing the intake air amount, or the actual engine idle speed is reduced to the target speed by decreasing the intake air amount.

According to the present embodiment, when it is determined in step 203 that the alternator 1 is normal, the engine idle speed control based on the alternator load control is not stopped in step 302, but the engine idle speed is controlled. For control, the alternator load and the intake air amount are controlled. On the other hand, when it is determined in step 203 that the alternator 1 is abnormal, in step 302, the control of the alternator load for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the alternator load from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

According to the present embodiment, step 301
In step 303, when it is determined that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the engine idle speed to be adjusted by controlling the alternator load when the alternator 1 is normal. The variation is adjusted by controlling the amount of intake air. Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the alternator load.

Further, according to the present embodiment, step 203
, The alternator 1 is determined to be abnormal when the relationship between the alternator output current value Io output from the alternator 1 to the battery 5 and the alternator output current control duty Do is not a predetermined relationship. Therefore, by determining whether or not the power generation function of the alternator 1 is abnormal, it is possible to appropriately determine whether or not the alternator is abnormal.

Hereinafter, a modification of the first embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2.
That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The alternator fail judgment of this modification is almost the same as the alternator fail judgment of the first embodiment shown in FIG. The alternator fail time processing of this modification is substantially the same as the alternator fail time processing of the first embodiment shown in FIG. 3, but instead of stopping the engine idle speed control based on the alternator load control in step 302, The engine idle speed control based on the auxiliary torque control is stopped. Specifically, the battery 5
The auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 by reducing the amount of power supplied to the alternator 1 from the
Alternatively, the control for increasing the engine idle speed by increasing the amount of power supplied from the battery 5 to the alternator 1 to increase the auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 is stopped.

According to this modification, when it is determined in step 203 that the alternator 1 is normal,
The auxiliary torque and the intake air amount are controlled to control the engine idle speed without interrupting the engine idle speed control based on the auxiliary torque control. On the other hand, when it is determined in step 203 that the alternator 1 is abnormal, the control of the auxiliary torque for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the auxiliary torque from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

According to this modification, when it is determined in step 301 that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the alternator 1 is operated normally. The variation in the engine idle speed to be adjusted by controlling the auxiliary torque is adjusted by controlling the intake air amount.
Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the auxiliary torque.

Further, according to the present modification, when the relationship between the alternator output current value Io output from the alternator 1 to the battery 5 and the alternator output current control duty Do is not a predetermined relationship in step 203, the alternator 1 is determined to be abnormal. Therefore, by determining whether or not the power generation function of the alternator 1 is abnormal, it is possible to appropriately determine whether or not the alternator is abnormal.

Hereinafter, a second embodiment of the control device for an internal combustion engine of the present invention will be described. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG. FIG.
FIG. 3 is a diagram showing an alternator fail determination method by the control device for an internal combustion engine of the present embodiment. For details, see FIG.
FIG. 4A is a flowchart for performing the alternator fail determination, and FIG. 4B is a map for determining whether the alternator is normal. This alternator fail determination is performed at predetermined time intervals. When the alternator fail determination is started, first, in step 201, the alternator control duty Do indicating the ratio of the time during which the alternator 1 supplies power to the battery 5 is read. Next, at step 401, the battery voltage value Batt detected by the voltmeter 6 is read. Next, at step 402, the alternator control duty D
It is determined whether or not the relationship between o and the battery voltage value Batt is a predetermined relationship. Specifically, the control duty Do read in step 201 and the battery voltage value Ba read in step 401
It is determined whether or not the point indicating tt is located within the shaded portion of the map in FIG. When YES, the alternator 1 is determined to be normal. On the other hand, when the answer is NO, it is determined that the alternator 1 is abnormal.
In step 4, a flag indicating that the alternator 1 is abnormal is set (XOFAIL ← 1), and this routine ends.

The alternator fail processing according to the present embodiment is the same as the alternator fail processing according to the first embodiment shown in FIG.

According to this embodiment, when it is determined in step 402 that the alternator 1 is normal, the engine idle speed control based on the alternator load control is not stopped in step 302, but the engine idle speed is reduced. For control, the alternator load and the intake air amount are controlled. On the other hand, when it is determined in step 402 that the alternator 1 is abnormal, in step 302, the control of the alternator load for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the alternator load from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

According to the present embodiment, step 301
In step 303, when it is determined that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the engine idle speed to be adjusted by controlling the alternator load when the alternator 1 is normal. The variation is adjusted by controlling the amount of intake air. Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the alternator load.

Further, according to the present embodiment, step 402
In, when the relationship between the battery voltage value Batt and the alternator output current control duty Do is not in a predetermined relationship, it is determined that the alternator 1 is abnormal. Therefore, by determining whether or not the battery 5 is appropriately charged, it is possible to determine whether or not the alternator 1 is abnormal.

Hereinafter, a modification of the second embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2.
That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The alternator fail judgment of this modification is almost the same as the alternator fail judgment of the second embodiment shown in FIG. The alternator fail time processing of this modification is substantially the same as the alternator fail time processing of the first embodiment shown in FIG. 3, but instead of stopping the engine idle speed control based on the alternator load control in step 302, The engine idle speed control based on the auxiliary torque control is stopped. Specifically, the battery 5
The auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 by reducing the amount of power supplied to the alternator 1 from the
Alternatively, the control for increasing the engine idle speed by increasing the amount of power supplied from the battery 5 to the alternator 1 to increase the auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 is stopped.

According to this modification, when it is determined in step 402 that the alternator 1 is normal,
The auxiliary torque and the intake air amount are controlled to control the engine idle speed without interrupting the engine idle speed control based on the auxiliary torque control. On the other hand, when it is determined in step 402 that the alternator 1 is abnormal, the control of the auxiliary torque for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the auxiliary torque from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

According to this modification, when it is determined in step 301 that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the alternator 1 is operated normally. The variation in the engine idle speed to be adjusted by controlling the auxiliary torque is adjusted by controlling the intake air amount.
Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the auxiliary torque.

Further, according to this modification, in step 203, when the relationship between the battery voltage value Batt and the alternator output current control duty Do is not a predetermined relationship, it is determined that the alternator 1 is abnormal.
Therefore, by determining whether or not the battery 5 is appropriately charged, it is possible to determine whether or not the alternator 1 is abnormal.

Hereinafter, a third embodiment of the control device for an internal combustion engine of the present invention will be described. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG. FIG.
FIG. 3 is a diagram showing an alternator fail determination method by the control device for an internal combustion engine of the present embodiment. For details, see FIG.
FIG. 5A is a flowchart for performing the alternator fail determination, and FIG. 5B is a map for determining whether the alternator is normal. This alternator fail determination is performed at predetermined time intervals. When the alternator fail determination is started, first, in step 501, a change ΔDo in alternator control duty, which indicates a ratio of time during which the alternator 1 supplies power to the battery 5, is read. Next, at step 502, the change ΔBatt in the battery voltage value detected by the voltmeter 6 is read. Next, at step 503, it is determined whether or not the relationship between the alternator control duty change ΔDo and the battery voltage value change ΔBatt is a predetermined relationship. Specifically, are the points indicating the change amount ΔDo of the control duty read in step 501 and the change amount ΔBatt of the battery voltage value read in step 502 located in the shaded portion of the map of FIG. It is determined whether or not. When YES, the alternator 1 is determined to be normal. On the other hand, if NO, the alternator 1 is determined to be abnormal, and a flag indicating that the alternator 1 is abnormal is set in step 204 (XOFIL ← 1), and this routine ends.

The alternator fail processing in the present embodiment is the same as the alternator fail processing in the first embodiment shown in FIG.

According to the present embodiment, when it is determined in step 503 that the alternator 1 is normal, the engine idle speed control based on the alternator load control is not stopped in step 302, but the engine idle speed is reduced. For control, the alternator load and the intake air amount are controlled. On the other hand, when it is determined in step 503 that the alternator 1 is abnormal, in step 302, the control of the alternator load for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the alternator load from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

Further, according to the present embodiment, step 301
In step 303, when it is determined that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the engine idle speed to be adjusted by controlling the alternator load when the alternator 1 is normal. The variation is adjusted by controlling the amount of intake air. Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the alternator load.

Further, according to the present embodiment, step 503 is executed.
, The alternator 1 is determined to be abnormal when the relationship between the change ΔBatt in the battery voltage value and the change ΔDo in the alternator output current control duty is not a predetermined relationship. Therefore, by determining whether or not the battery 5 is appropriately charged, it is possible to determine whether or not the alternator 1 is abnormal.

Hereinafter, a modification of the third embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2.
That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The alternator fail judgment of this modification is almost the same as the alternator fail judgment of the third embodiment shown in FIG. The alternator fail time processing of this modification is substantially the same as the alternator fail time processing of the first embodiment shown in FIG. 3, but instead of stopping the engine idle speed control based on the alternator load control in step 302, The engine idle speed control based on the auxiliary torque control is stopped. Specifically, the battery 5
The auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 by reducing the amount of power supplied to the alternator 1 from the
Alternatively, the control for increasing the engine idle speed by increasing the amount of power supplied from the battery 5 to the alternator 1 to increase the auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 is stopped.

According to this modification, when it is determined in step 503 that the alternator 1 is normal,
The auxiliary torque and the intake air amount are controlled to control the engine idle speed without interrupting the engine idle speed control based on the auxiliary torque control. On the other hand, when it is determined in step 503 that the alternator 1 is abnormal, the control of the auxiliary torque for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the auxiliary torque from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

According to the present modification, when it is determined in step 301 that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, when the alternator 1 is normal. The variation in the engine idle speed to be adjusted by controlling the auxiliary torque is adjusted by controlling the intake air amount.
Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the auxiliary torque.

Further, according to the present modification, in step 503, when the relationship between the variation ΔBatt of the battery voltage value and the variation ΔDo of the alternator output current control duty is not a predetermined relationship, the alternator 1 becomes abnormal. It is determined that there is. Therefore, by determining whether or not the battery 5 is appropriately charged, it is possible to determine whether or not the alternator 1 is abnormal.

Hereinafter, a fourth embodiment of the control device for an internal combustion engine of the present invention will be described. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG. FIG.
FIG. 7 is a diagram showing a method of determining an alternator failure by the control device for an internal combustion engine according to the embodiment, FIG. 7 is a diagram showing a relationship between torque and each control parameter, and FIG. FIG. For details, see FIG.
7A is a map showing the relationship between the engine speed, the intake air amount, and the torque, FIG. 7B is a map showing the relationship between the ignition timing and the torque, and FIG. 7C is the fuel injection amount and the torque 8A is a map showing the relationship between the engine speed, water temperature, and engine friction loss, and FIG. 8B is a map for determining whether the alternator is normal. is there.

In FIG. 6, this alternator fail determination is performed at predetermined time intervals. When the alternator fail determination is started, first, in step 201, the alternator control duty Do indicating the ratio of the time during which the alternator 1 supplies power to the battery 5 is read. Next, at step 601, the amount of intake air detected by the air flow meter 8 is read. Next, at step 602, the engine speed detected by the engine speed sensor 9 is read. Next, at step 603, the ignition timing is read. Next, in step 605, FIG.
(A), the engine output torque Teng is calculated based on the maps shown in FIGS. 7 (b) and 7 (c). Next, at step 606, the engine friction loss Tengf is calculated based on the map shown in FIG. Next, at step 607, the engine pump loss Tengp is calculated based on the intake pipe negative pressure detected by the intake air pressure sensor (not shown). Next, at step 608, the air conditioner load torque Tac is calculated based on the air conditioner pressure detected by the air conditioner pressure sensor 11. Next, at step 609, the power steering pump load torque Tps is calculated based on the power steering pump pressure detected by the power steering pump pressure sensor 12. In step 610, the alternator correction torque To corresponding to the actual engine output torque is calculated based on the engine output torque Teng, the engine friction loss Tengf, the engine pump loss Tengp, the air conditioner load torque Tac, and the power steering pump load torque Tps. (To ← Teng-Tengf-Tengp
-Tac-Tps). Then, in step 611,
It is determined whether or not the relationship between the alternator control duty Do and the alternator correction torque To corresponding to the actual engine output torque is a predetermined relationship. Specifically, a point indicating the control duty Do read in step 201 and the alternator correction torque To corresponding to the actual engine output torque calculated in step 610 is located within the shaded portion of the map of FIG. It is determined whether or not to do so. When YES, the alternator 1 is determined to be normal. On the other hand, if NO, it is determined that the alternator 1 is abnormal, and
At 04, a flag indicating that the alternator 1 is abnormal is set (XOFAIL ← 1), and this routine ends.

The alternator fail processing in this embodiment is the same as the alternator fail processing in the first embodiment shown in FIG.

According to the present embodiment, when it is determined in step 611 that the alternator 1 is normal, the engine idle speed control based on the alternator load control is not stopped in step 302, and the engine idle speed is controlled. For control, the alternator load and the intake air amount are controlled. On the other hand, when it is determined in step 611 that the alternator 1 is abnormal, in step 302, the control of the alternator load for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the alternator load from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

According to the present embodiment, step 301
In step 303, when it is determined that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the engine idle speed to be adjusted by controlling the alternator load when the alternator 1 is normal. The variation is adjusted by controlling the amount of intake air. Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the alternator load.

Further, according to the present embodiment, step 611 is executed.
In the above, when the relationship between the alternator correction torque To corresponding to the actual engine output torque calculated based on the alternator load and the alternator output current control duty Do is not a predetermined relationship, the alternator 1
Is determined to be abnormal. Therefore, it can be determined whether or not the alternator 1 is abnormal by determining whether or not the alternator load has an appropriate value.

Hereinafter, a modification of the fourth embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2.
That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The alternator fail judgment of this modification is almost the same as the alternator fail judgment of the fourth embodiment shown in FIG. The alternator fail time processing of this modification is substantially the same as the alternator fail time processing of the first embodiment shown in FIG. 3, but instead of stopping the engine idle speed control based on the alternator load control in step 302, The engine idle speed control based on the auxiliary torque control is stopped. Specifically, the battery 5
The auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 by reducing the amount of power supplied to the alternator 1 from the
Alternatively, the control for increasing the engine idle speed by increasing the amount of power supplied from the battery 5 to the alternator 1 to increase the auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 is stopped.

According to the present modification, when it is determined in step 611 that the alternator 1 is normal,
The auxiliary torque and the intake air amount are controlled to control the engine idle speed without interrupting the engine idle speed control based on the auxiliary torque control. On the other hand, when it is determined in step 611 that the alternator 1 is abnormal, the control of the auxiliary torque for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the auxiliary torque from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

According to this modification, when it is determined in step 301 that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the alternator 1 is operated normally. The variation in the engine idle speed to be adjusted by controlling the auxiliary torque is adjusted by controlling the intake air amount.
Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the auxiliary torque.

Further, according to this modification, in step 611, the relationship between the alternator correction torque To corresponding to the actual engine output torque calculated based on the alternator load and the alternator output current control duty Do is determined in advance. When there is no relationship, it is determined that the alternator 1 is abnormal. Therefore, it can be determined whether or not the alternator 1 is abnormal by determining whether or not the alternator load has an appropriate value.

Hereinafter, a fifth embodiment of the control device for an internal combustion engine of the present invention will be described. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG. FIG.
FIG. 3 is a diagram showing an alternator fail determination method by the control device for an internal combustion engine of the present embodiment. For details, see FIG.
9A is a flowchart for performing an alternator fail determination, and FIG. 9B is a map for determining whether the alternator is normal. This alternator fail determination is performed at predetermined time intervals. When the alternator fail determination is started, first, in step 201, the alternator control duty Do indicating the ratio of the time during which the alternator 1 supplies power to the battery 5 is read. Next, at step 901, the engine speed Ne detected by the engine speed sensor 9 is read. Next, at step 902, it is determined whether or not the relationship between the alternator control duty Do and the engine speed Ne is a predetermined relationship. Specifically, step 201
It is determined whether the point indicating the control duty Do read in and the engine speed Ne read in step 901 is located within the shaded portion of the map of FIG. 9B. When YES, the alternator 1 is determined to be normal. On the other hand, when NO, the alternator 1
Is determined to be abnormal, a flag indicating that the alternator 1 is abnormal is set in step 204 (XOFAIL ← 1), and this routine ends.

The alternator fail processing in this embodiment is the same as the alternator fail processing in the first embodiment shown in FIG.

According to the present embodiment, when it is determined in step 902 that the alternator 1 is normal, the engine idle speed control based on the alternator load control is not stopped in step 302, but the engine idle speed is reduced. For control, the alternator load and the intake air amount are controlled. On the other hand, when it is determined in step 902 that the alternator 1 is abnormal, in step 302, the control of the alternator load for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the alternator load from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

According to the present embodiment, step 301
In step 303, when it is determined that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the engine idle speed to be adjusted by controlling the alternator load when the alternator 1 is normal. The variation is adjusted by controlling the amount of intake air. Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the alternator load.

Further, according to the present embodiment, step 902
In, when the relationship between the engine speed Ne and the alternator output current control duty Do is not a predetermined relationship, it is determined that the alternator 1 is abnormal. Therefore, it can be determined whether or not the alternator 1 is abnormal by determining whether or not the alternator load has an appropriate value.

Hereinafter, a modification of the fifth embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2.
That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The alternator fail judgment of this modification is almost the same as the alternator fail judgment of the fifth embodiment shown in FIG. The alternator fail time processing of this modification is substantially the same as the alternator fail time processing of the first embodiment shown in FIG. 3, but instead of stopping the engine idle speed control based on the alternator load control in step 302, The engine idle speed control based on the auxiliary torque control is stopped. Specifically, the battery 5
The auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 by reducing the amount of power supplied to the alternator 1 from the
Alternatively, the control for increasing the engine idle speed by increasing the amount of power supplied from the battery 5 to the alternator 1 to increase the auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 is stopped.

According to the present modification, when it is determined in step 902 that the alternator 1 is normal,
The auxiliary torque and the intake air amount are controlled to control the engine idle speed without interrupting the engine idle speed control based on the auxiliary torque control. On the other hand, when it is determined in step 902 that the alternator 1 is abnormal, the control of the auxiliary torque for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the auxiliary torque from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

Further, according to this modification, when it is determined in step 301 that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the alternator 1 is operated normally. The variation in the engine idle speed to be adjusted by controlling the auxiliary torque is adjusted by controlling the intake air amount.
Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the auxiliary torque.

Further, according to the present modification, in step 902, when the relationship between the engine speed Ne and the alternator output current control duty Do is not a predetermined relationship, it is determined that the alternator 1 is abnormal. Therefore, it can be determined whether or not the alternator 1 is abnormal by determining whether or not the alternator load has an appropriate value.

Hereinafter, a sixth embodiment of the control device for an internal combustion engine of the present invention will be described. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG. FIG.
0 is a diagram showing an alternator fail determination method by the control device for an internal combustion engine of the present embodiment. This alternator fail determination is performed at predetermined time intervals. When the alternator fail determination is started, first, in Step 20
At 1, the alternator control duty Do indicating the ratio of the time during which the alternator 1 supplies power to the battery 5 is read. Next, at step 901, the engine speed Ne detected by the engine speed sensor 9 is read. Next, at step 1001, it is determined whether or not the alternator control duty Do is equal to or greater than a threshold value Do1. If NO, the alternator 1 is determined to be normal, and this routine ends. On the other hand, if YES, the process proceeds to step 1002. In step 1002, it is determined whether or not the engine speed Ne is equal to or less than a threshold value Ne1.
If NO, the alternator 1 is determined to be normal, and this routine ends. On the other hand, when YES, the alternator load is not reduced when the alternator load is to be reduced, and as a result, the engine speed Ne is lower than the required engine speed Ne1, and there is a possibility of a misfire. And alternator 1 is determined to be abnormal. Next, at step 204, a flag indicating that the alternator 1 is abnormal is set (XOFAIL ← 1), and this routine ends.

The alternator fail processing in this embodiment is the same as the alternator fail processing in the first embodiment shown in FIG.

According to the present embodiment, when it is determined in steps 1001 and 1002 that the alternator 1 is normal, the engine idle speed control based on the alternator load control is not stopped in step 302, and the engine idle speed is not interrupted. The alternator load and the intake air amount are controlled to control the rotation speed. On the other hand, when it is determined in step 1002 that the alternator 1 is abnormal, in step 302, the control of the alternator load for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the alternator load from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

Further, according to the present embodiment, step 301
In step 303, when it is determined that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal is set, in step 303, the engine idle speed to be adjusted by controlling the alternator load when the alternator 1 is normal. The variation is adjusted by controlling the amount of intake air. Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the alternator load.

Further, according to the present embodiment, step 100
In 2, the alternator is determined to be abnormal if the engine speed Ne falls below a predetermined value Ne1 while controlling the alternator load to control the engine idle speed. Therefore, it is possible to determine whether or not the alternator is abnormal by determining whether or not the alternator load has an appropriate value.

Hereinafter, a modification of the sixth embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2.
That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The alternator fail judgment of this modification is almost the same as the alternator fail judgment of the sixth embodiment shown in FIG. The alternator fail time processing of this modification is substantially the same as the alternator fail time processing of the first embodiment shown in FIG. 3, but instead of stopping the engine idle speed control based on the alternator load control in step 302, The engine idle speed control based on the auxiliary torque control is stopped. Specifically, by reducing the amount of electricity supplied from the battery 5 to the alternator 1, the auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 is reduced to reduce the engine idle speed, or The control for increasing the engine idle speed by increasing the amount of current supplied to the alternator 1 to increase the auxiliary torque supplied from the alternator 1 to the internal combustion engine body 2 is stopped.

According to the present modification, when it is determined in steps 1001 and 1002 that the alternator 1 is normal, the engine idle speed control based on the auxiliary torque control is not stopped, and the engine idle speed is reduced. For control, the auxiliary torque and the intake air amount are controlled. On the other hand, when it is determined in step 1002 that the alternator 1 is abnormal, the control of the auxiliary torque for controlling the engine idle speed is stopped. Therefore, it is possible to prevent the auxiliary torque from being controlled to control the engine idle speed when the alternator 1 is abnormal. Therefore, even when the alternator 1 is abnormal, the engine idle speed is appropriately controlled to prevent the engine idle speed from abnormally increasing or the engine idle speed from decreasing and causing misfire. can do.

According to this modification, when it is determined in step 301 that the flag (XOFAIL = 1) indicating that the alternator 1 is abnormal has been set, it is determined in step 303 that the alternator 1 is normal. The variation in the engine idle speed to be adjusted by controlling the auxiliary torque is adjusted by controlling the intake air amount.
Therefore, when the alternator 1 is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the auxiliary torque.

Further, according to this modification, step 1002
In, when the engine speed Ne becomes equal to or less than a predetermined value Ne1 while the alternator load is controlled to control the engine idle speed, it is determined that the alternator is abnormal. Therefore, it is possible to determine whether or not the alternator is abnormal by determining whether or not the alternator load has an appropriate value.

Hereinafter, a seventh embodiment of the control apparatus for an internal combustion engine according to the present invention will be described. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG. FIG.
FIG. 1 is a diagram showing a process when the battery voltage is insufficient by the control device for an internal combustion engine of the present embodiment. This battery voltage shortage process is executed at predetermined time intervals. When the battery voltage shortage process is started, first, in step 1101, the battery voltage V detected by the voltmeter 7 is read. Next, at step 1102, it is determined whether or not the battery voltage V is equal to or lower than the threshold value V1. When the determination is NO, it is determined that there is no possibility that the battery is dead, and this routine is terminated. On the other hand, if YES, it is determined that there is a possibility that the battery has run out, and the reduction of the alternator load is prohibited in step 1103. That is, reduction of the amount of charge from the alternator 1 to the battery 5 is prohibited. Next, at step 1104, the engine idle speed control is adjusted based on the intake air amount control. Specifically, the engine idle speed is adjusted to an appropriate value by increasing the intake air amount in order to prevent the engine idle speed from decreasing due to the inability to reduce the alternator load. . Factors that lower the engine idle speed include, for example, power steering load, air conditioner load, electric load, AT
There are ND shift loads and the like in vehicles.

According to the present embodiment, when it is determined in step 1102 that the battery voltage V is equal to or less than the predetermined value V1, in step 1103, the alternator load is prohibited from being reduced. In other words, the battery charging speed is inhibited from being reduced, and the charging of the battery 5 is continued. Therefore, it is possible to prevent the battery 5 from rising due to the fact that the battery charging speed cannot keep up with the power consumption speed.

According to the present embodiment, the battery voltage V
Is less than or equal to the predetermined value V1, and when the engine required load increases, the intake air amount is increased while prohibiting the alternator load from being reduced in steps 1103 and 1104. Therefore, the required engine speed can be secured while preventing the battery from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

Hereinafter, a modification of the seventh embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2.
That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The processing at the time of insufficient battery voltage in this modification is shown in FIG.
1 is almost the same as the battery voltage shortage processing of the seventh embodiment shown in FIG. 1, but instead of prohibiting the alternator load from being reduced in step 1103, the increase in the auxiliary torque is prohibited.

According to this modification, when it is determined in step 1102 that the battery voltage V is equal to or lower than the predetermined value V1, the alternator 1 is energized from the battery 5 to the internal combustion engine body 2 by energizing the alternator 1 from the battery 5. The supply of the auxiliary torque is prohibited. That is, the increase in the power consumption speed of the battery 5 is prohibited, and the charging of the battery 5 is continued. Therefore, the battery charging speed cannot keep up with the power consumption speed, and the battery 5
Can be prevented from rising.

Further, according to this modification, when the battery voltage V is equal to or lower than the predetermined value V1 and the load required by the engine increases, the supply of the auxiliary torque in steps 1103 and 1104 is prohibited. The intake air amount is increased. Therefore, it is possible to secure the required engine speed while preventing the battery 5 from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

Hereinafter, an eighth embodiment of the control device for an internal combustion engine of the present invention will be described. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG. FIG.
FIG. 2 is a diagram showing a process when the battery voltage is insufficient by the control device for the internal combustion engine of the present embodiment. This battery voltage shortage process is executed at predetermined time intervals. When the battery voltage shortage process is started, first, in step 1101, the battery voltage V detected by the voltmeter 7 is read. Next, at step 1102, it is determined whether or not the battery voltage V is equal to or lower than the threshold value V1. When the determination is NO, it is determined that there is no possibility that the battery is dead, and this routine is terminated. On the other hand, if YES, it is determined that there is a possibility that the battery has run out, and the reduction of the alternator load is prohibited in step 1103. That is, reduction of the amount of charge from the alternator 1 to the battery 5 is prohibited. Next, at step 1201, the speed ratio is changed by the speed ratio setting changing means 13 so that it is difficult to upshift. Next, at step 1202, the drive torque is corrected so as to prevent the drive torque from changing with the change of the gear ratio. In order to correct the driving torque, for example, the intake air amount, the fuel injection amount, the ignition timing, the fuel injection timing, and the like are adjusted.

According to the present embodiment, when the battery voltage V is equal to or lower than the predetermined value V1 and the load required by the engine is increased, the alternator load is prevented from being reduced in step 1103, and in step 1201 The setting of the gear ratio is changed to make it difficult to upshift. Therefore, the required engine speed can be secured while preventing the battery from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

Hereinafter, a modification of the eighth embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2.
That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The processing at the time of insufficient battery voltage in this modification is shown in FIG.
The second embodiment is substantially the same as the battery voltage shortage processing of the eighth embodiment shown in FIG. 2, but instead of prohibiting the reduction of the alternator load in step 1103, the increase of the auxiliary torque is prohibited.

According to this modification, when the battery voltage V is equal to or lower than the predetermined value V1 and the load required by the engine increases, the supply of the auxiliary torque is prohibited.
In step 1201, the setting of the gear ratio is changed so that it is difficult to upshift. Therefore, the required engine speed can be secured while preventing the battery from rising due to the inability of the battery charging speed to keep up with the power consumption speed.

A ninth embodiment of the control device for an internal combustion engine according to the present invention will be described below. The configuration of this embodiment is shown in FIG.
Is substantially the same as the configuration of the first embodiment shown in FIG. FIG.
FIG. 3 is a diagram showing a start-up process by the control device for the internal combustion engine of the present embodiment. This startup process is executed at predetermined time intervals. When the startup process is started, first, in step 1301, it is determined whether or not the post-start elapsed time T has become equal to or greater than the threshold value T1. If the answer is NO, it is determined that the elapsed time after the start is not sufficient, the engine speed and the like are not yet stable, and it is not suitable for performing the start-up processing, and this routine is terminated. On the other hand, if YES, the routine proceeds to step 1302, where the catalyst temperature TC detected by the catalyst temperature sensor 16 is read. Next, step 1303
Then, it is determined whether or not the catalyst temperature TC is equal to or lower than the threshold value TC1. When the determination is NO, it is determined that the warm-up of the catalyst 15 is no longer necessary, and the process proceeds to step 1312. On the other hand, YES
, It is determined that the warm-up of the catalyst 15 is still necessary,
Proceed to step 1304.

At step 1304, the water temperature TW detected by the water temperature sensor 10 is read. Next, at step 1305, the amount of retard of the ignition timing is calculated according to the water temperature TW. For example, when the water temperature TW is relatively low, the retard amount is increased to increase the exhaust gas temperature. On the other hand, the water temperature T
When W is relatively high, it is not necessary to raise the exhaust gas temperature so much, so that the retard amount is reduced. Then step 1
In 306, a throttle opening correction amount according to the ignition timing retard amount is calculated. In the throttle opening correction, the throttle opening is increased in order to prevent the engine generated torque and the engine speed from decreasing with the retardation of the ignition timing. For example, when the retard amount is relatively small, the decrease in the engine generated torque and the engine speed is small, so that the amount of increase in the throttle opening is relatively small. On the other hand, when the retard amount is relatively large, the decrease in the engine generated torque and the engine speed increases, so that the increase amount of the throttle opening is relatively large.

Next, at step 1307, the air conditioner load is set to the maximum. Then step 130
In step 8, the actual engine speed Ne detected by the engine speed sensor 9 is read. Next, at step 1309, the target engine speed Nt is calculated. The target engine speed Nt is set so that misfire does not occur and the engine speed does not become excessively high. Then step 1
At 310, the target engine speed Nt and the actual engine speed Ne
Is calculated. Then step 1311
In, the alternator control duty Do is calculated from the deviation Dne, and the control duty Do is feedback-controlled so that the deviation Dne becomes zero.

On the other hand, in step 1312, since it is not necessary to warm up the catalyst 15, the retard amount of the ignition timing is reset. Next, at step 1313, the air conditioner load is set to a normal load. Then step 131
In step 4, the intake air amount correction amount Qfb is calculated from the deviation Dne, and the air amount feedback control is performed so that the deviation Dne becomes zero.

In step 1307, instead of maximizing the air conditioner load, the loads such as the power steering load, the torque converter load, the water pump load, and the oil pump load are increased to reduce the actual engine speed. May be set. However, in such a case, it is necessary that such a load value can be changed by the ECU.

According to this embodiment, in steps 1305 and 1306, the engine opening is increased before the completion of warm-up at the time of engine start and the ignition timing is retarded compared to after the warm-up is completed, thereby starting the engine. Sometimes warm-up can be done quickly. Further, by maximizing the air conditioner load in step 1307, it is possible to prevent the engine idle speed from excessively increasing. In addition, the engine idle speed is feedback-controlled in step 1311 based on the alternator load, so that it is possible to appropriately prevent the engine speed from increasing while preventing misfire.

Hereinafter, a modification of the ninth embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2.
That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The start-up process of this modification is substantially the same as the start-up process of the ninth embodiment shown in FIG. 13, except that in step 1311 the alternator control duty Do is calculated from the difference Dne and the difference Dne becomes zero. Instead of the feedback control of the control duty Do so that the auxiliary torque supply amount is calculated from the deviation Dne and the deviation D
The auxiliary torque supply amount is feedback-controlled so that ne becomes zero.

According to this modification, in steps 1305 and 1306, the engine opening is increased before the completion of warm-up at the time of engine start and the ignition timing is retarded compared to after the warm-up is completed, thereby starting the engine. Sometimes warm-up can be done quickly. Further, by maximizing the air conditioner load in step 1307, it is possible to prevent the engine idle speed from excessively increasing. In addition, the engine idle speed is feedback-controlled based on the auxiliary torque supply amount, so that it is possible to appropriately prevent the engine speed from increasing while preventing misfire.

Hereinafter, the first embodiment of the control device for an internal combustion engine according to the present invention will be described.
Embodiment 0 will be described. The configuration of this embodiment is almost the same as the configuration of the first embodiment shown in FIG. FIG. 14 is a diagram illustrating a start-time process performed by the control device for an internal combustion engine according to the present embodiment. This startup process is executed at predetermined time intervals. When the startup process is started, first, in step 1301, it is determined whether or not the post-start elapsed time T has become equal to or greater than the threshold value T1. If the answer is NO, it is determined that the elapsed time after the start is not sufficient, the engine speed and the like are not yet stable, and it is not suitable for performing the start-up processing, and this routine is terminated. On the other hand, if YES, the routine proceeds to step 1302, where the catalyst temperature TC detected by the catalyst temperature sensor 16 is read. Then step 130
At 3, it is determined whether the catalyst temperature TC is equal to or lower than the threshold value TC1. When the determination is NO, it is determined that the warm-up of the catalyst 15 is no longer necessary, and the process proceeds to step 1312. On the other hand, YE
In the case of S, it is determined that the warm-up of the catalyst 15 is still necessary, and the routine proceeds to step 1401.

At step 1401, it is determined whether or not a flag XNEDWN = 0 indicating that the combustion state is deteriorating has been set. Whether the combustion state is deteriorating is determined, for example, based on the output value of the combustion pressure sensor 19. The flag XNEDWN = 0 is set in a step (not shown) when it is determined that the combustion state is deteriorating. The determination in step 1401 is YE
In the case of S, it is determined that a misfire may occur if the retard amount of the ignition timing is increased, and the process proceeds to step 1312. On the other hand, when the determination in step 1401 is NO, the process proceeds to step 1304. In step 1304, the water temperature TW detected by the water temperature sensor 10 is read. Next, at step 1305, the amount of retard of the ignition timing is calculated according to the water temperature TW. For example, when the water temperature TW is relatively low, the retard amount is increased to increase the exhaust gas temperature. On the other hand, when the water temperature TW is relatively high, it is not necessary to raise the exhaust gas temperature so much, so that the retard amount is reduced. Next, at step 1306, a throttle opening degree correction amount corresponding to the ignition timing retard amount is calculated. In the throttle opening correction, the throttle opening is increased in order to prevent the engine generated torque and the engine speed from decreasing with the retardation of the ignition timing. For example, when the retard amount is relatively small, the decrease in the engine generated torque and the engine speed is small, so that the amount of increase in the throttle opening is relatively small. On the other hand, when the retard amount is relatively large, the decrease in the engine generated torque and the engine speed increases, so that the increase amount of the throttle opening is relatively large.

Next, at step 1307, the air conditioner load is set to the maximum. Then step 130
In step 8, the actual engine speed Ne detected by the engine speed sensor 9 is read. Next, at step 1309, the target engine speed Nt is calculated. The target engine speed Nt is set so that misfire does not occur and the engine speed does not become excessively high. Then step 1
At 310, the target engine speed Nt and the actual engine speed Ne
Is calculated. Then step 1311
In, the alternator control duty Do is calculated from the deviation Dne, and the control duty Do is feedback-controlled so that the deviation Dne becomes zero.

On the other hand, in step 1312, the retard amount of the ignition timing is reset because it is not necessary to warm up the catalyst 15 or to prevent the occurrence of misfire. Next, at step 1313, the air conditioner load is set to a normal load. Then step 1314
Then, the intake air amount correction amount Qfb is calculated from the deviation Dne, and the air amount feedback control is performed so that the deviation Dne becomes zero.

In step 1401, it is determined whether or not the flag XNEDWN = 0 indicating that the combustion state has deteriorated is set. Instead, it indicates that the fuel property is heavy. It may be determined whether or not the flag is set. Whether the fuel property is heavy or not is determined, for example, based on a change in the engine speed after the engine is started. In step 1307, instead of maximizing the air conditioner load, loads such as a power steering load, a torque converter load, a water pump load, and an oil pump load are set to large values in order to reduce the actual engine speed. You may. However, in such a case, it is necessary that such a load value can be changed by the ECU.

According to the present embodiment, when it is determined in step 1401 that the combustion state has deteriorated when the engine is started, or when it is determined that the fuel property is heavy,
Step 1305, step 1306, step 130
7 and step 1311 are not executed. That is, before the completion of warm-up at the time of engine start, the throttle opening is increased compared to after the warm-up is completed, the ignition timing is retarded, the air conditioner load is maximized, and the engine idle speed is feedback-controlled based on the alternator load. To be stopped. Misfire easily occurs when the combustion state is poor or the fuel properties are heavy. Therefore, in such a case, if the increase in the engine idle speed is suppressed, misfire is more likely to occur. Therefore, as described above, in such a case, the throttle opening is increased and the ignition timing is retarded before the warm-up is completed at the time of engine start compared to after the warm-up is completed, the air conditioner load is maximized, and the alternator load is increased. The feedback control of the engine idle speed based on the above is stopped. As a result, the occurrence of misfire can be reliably prevented.

Hereinafter, a modified example of the tenth embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2. That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The start-time processing of this modification is substantially the same as the start-time processing of the tenth embodiment shown in FIG. 14, except that in step 1311 the alternator control duty Do is calculated from the deviation Dne and the deviation Dne becomes zero. Instead of the feedback control of the control duty Do so that the auxiliary torque supply amount is calculated from the deviation Dne and the deviation D
The auxiliary torque supply amount is feedback-controlled so that ne becomes zero.

According to this modification, when it is determined in step 1401 that the combustion state has deteriorated at the time of starting the engine, or when it is determined that the fuel property is heavy,
Step 1305, Step 1306 and Step 13
07 is not executed. In other words, before the completion of warm-up at the start of the engine, the throttle opening is increased and the ignition timing is retarded, the air-conditioner load is maximized, and the engine idle speed is feedback-controlled based on the auxiliary torque, compared to after the warm-up is completed. To be stopped. Misfire easily occurs when the combustion state is poor or the fuel properties are heavy. Therefore, in such a case, if the increase in the engine idle speed is suppressed, misfire is more likely to occur. Therefore, as described above, in such a case, the throttle opening is increased and the ignition timing is retarded before the warm-up is completed at the time of starting the engine as compared with after the warm-up is completed, and the air conditioner load is maximized to increase the auxiliary torque. The feedback control of the engine idle speed based on the above is stopped. As a result, the occurrence of misfire can be reliably prevented.

Hereinafter, the first embodiment of the control device for an internal combustion engine according to the present invention will be described.
One embodiment will be described. The configuration of this embodiment is almost the same as the configuration of the first embodiment shown in FIG. FIG. 15 is a diagram illustrating a start-time process performed by the control device for the internal combustion engine according to the present embodiment. This startup process is executed at predetermined time intervals. When the startup process is started, first, in step 1301, it is determined whether or not the post-start elapsed time T has become equal to or greater than the threshold value T1. If the answer is NO, it is determined that the elapsed time after the start is not sufficient, the engine speed and the like are not yet stable, and it is not suitable for performing the start-up processing, and this routine is terminated. On the other hand, if YES, the routine proceeds to step 1302, where the catalyst temperature TC detected by the catalyst temperature sensor 16 is read. Then step 130
At 3, it is determined whether the catalyst temperature TC is equal to or lower than the threshold value TC1. When the determination is NO, it is determined that the warm-up of the catalyst 15 is no longer necessary, and the process proceeds to step 1312. On the other hand, YE
In the case of S, it is determined that the warm-up of the catalyst 15 is still necessary, and the process proceeds to step 1304.

At step 1304, the water temperature TW detected by the water temperature sensor 10 is read. Next, at step 1305, the amount of retard of the ignition timing is calculated according to the water temperature TW. For example, when the water temperature TW is relatively low, the retard amount is increased to increase the exhaust gas temperature. On the other hand, the water temperature T
When W is relatively high, it is not necessary to raise the exhaust gas temperature so much, so that the retard amount is reduced. Then step 1
In 306, a throttle opening correction amount according to the ignition timing retard amount is calculated. In the throttle opening correction, the throttle opening is increased in order to prevent the engine generated torque and the engine speed from decreasing with the retardation of the ignition timing. For example, when the retard amount is relatively small, the decrease in the engine generated torque and the engine speed is small, so that the amount of increase in the throttle opening is relatively small. On the other hand, when the retard amount is relatively large, the decrease in the engine generated torque and the engine speed increases, so that the increase amount of the throttle opening is relatively large.

Next, at step 1307, the air conditioner load is set to the maximum. Then step 130
In step 8, the actual engine speed Ne detected by the engine speed sensor 9 is read. Next, at step 1309, the target engine speed Nt is calculated. The target engine speed Nt is set so that misfire does not occur and the engine speed does not become excessively high. Then step 1
At 310, the target engine speed Nt and the actual engine speed Ne
Is calculated. Then step 1501
Then, the ignition timing correction amount Ai is calculated from the deviation Dne, and the ignition timing correction amount Ai is feedback controlled so that the deviation Dne becomes zero. At this time, the alternator load is maintained at a constant value.

On the other hand, in step 1312, since it is not necessary to warm up the catalyst 15, the retard amount of the ignition timing is reset. Next, at step 1313, the air conditioner load is set to a normal load. Then step 131
In step 4, the intake air amount correction amount Qfb is calculated from the deviation Dne, and the air amount feedback control is performed so that the deviation Dne becomes zero.

In step 1307, instead of maximizing the air conditioner load, the loads such as the power steering load, the torque converter load, the water pump load, and the oil pump load are increased to reduce the actual engine speed. May be set. However, in such a case, it is necessary that such a load value can be changed by the ECU.

According to the present embodiment, in steps 1305 and 1306, the engine opening is increased before the completion of warm-up at the time of engine start and the ignition timing is retarded compared to after the warm-up is completed, thereby starting the engine. Sometimes warm-up can be done quickly. Further, by maximizing the air conditioner load in step 1307, it is possible to prevent the engine idle speed from excessively increasing. In addition, the engine idle speed is feedback-controlled based on the ignition timing correction amount Ai in step 1501, whereby it is possible to appropriately prevent the engine speed from increasing while preventing misfire.

Hereinafter, a modification of the eleventh embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2. That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The startup processing of this modification is substantially the same as the startup processing of the eleventh embodiment shown in FIG. 15, except that the alternator load is maintained at a constant value in step 1501, The volume is kept constant.

According to this modification, in steps 1305 and 1306, the engine opening is increased before the completion of warm-up at the time of engine start and the ignition timing is retarded compared to after the warm-up is completed, thereby starting the engine. Sometimes warm-up can be done quickly. Further, by maximizing the air conditioner load in step 1307, it is possible to prevent the engine idle speed from excessively increasing. In addition, the engine idle speed is feedback-controlled based on the ignition timing correction amount Ai in step 1501, whereby it is possible to appropriately prevent the engine speed from increasing while preventing misfire.

Hereinafter, the first embodiment of the control apparatus for an internal combustion engine according to the present invention will be described.
A second embodiment will be described. The configuration of this embodiment is almost the same as the configuration of the first embodiment shown in FIG. FIG. 16 and FIG. 17 are diagrams showing a start-time process by the control device for the internal combustion engine of the present embodiment. This startup process is executed at predetermined time intervals. When the startup process starts,
First, in step 1301, it is determined whether or not the post-start elapsed time T has become equal to or greater than the threshold value T1. If the answer is NO, it is determined that the elapsed time after the start is not sufficient, the engine speed and the like are not yet stable, and it is not suitable for performing the start-up processing, and this routine is terminated. On the other hand, if YES, the routine proceeds to step 1302, where the catalyst temperature TC detected by the catalyst temperature sensor 16 is read. Next, at step 1303, it is determined whether or not the catalyst temperature TC is equal to or lower than a threshold value TC1. When the determination is NO, it is determined that the warm-up of the catalyst 15 is no longer necessary, and the process proceeds to step 1312. On the other hand, if YES, it is determined that the warm-up of the catalyst 15 is still necessary, and the routine proceeds to step 1304.

At step 1304, the water temperature TW detected by the water temperature sensor 10 is read. Next, at step 1305, the amount of retard of the ignition timing is calculated according to the water temperature TW. For example, when the water temperature TW is relatively low, the retard amount is increased to increase the exhaust gas temperature. On the other hand, the water temperature T
When W is relatively high, it is not necessary to raise the exhaust gas temperature so much, so that the retard amount is reduced. Then step 1
At 601, it is determined whether the control duty Do is equal to or greater than a threshold value Do2. If NO, it is determined that the control duty Do can be increased enough to reduce the actual engine speed to the target engine speed, and the routine proceeds to step 1306. On the other hand, if YES, the current control duty Do is large, so it is determined that the control duty Do cannot be increased enough to reduce the actual engine speed to the target engine speed, and the routine proceeds to step 1602.

In step 1306, a throttle opening correction amount corresponding to the ignition timing retard amount is calculated. In the throttle opening correction, the throttle opening is increased in order to prevent the engine generated torque and the engine speed from decreasing with the retardation of the ignition timing. For example, when the retard amount is relatively small, the decrease in the engine generated torque and the engine speed is small, so that the amount of increase in the throttle opening is relatively small. On the other hand, when the retard amount is relatively large, the decrease in the engine generated torque and the engine speed increases, so that the increase amount of the throttle opening is relatively large. Step 160
In 2, the throttle opening is reduced. That is, the engine speed that cannot be reduced because the alternator load cannot be increased is reduced by decreasing the throttle opening.

Next, at step 1307, the air conditioner load is set to the maximum. Then step 130
In step 8, the actual engine speed Ne detected by the engine speed sensor 9 is read. Next, at step 1309, the target engine speed Nt is calculated. The target engine speed Nt is set so that misfire does not occur and the engine speed does not become excessively high. Then step 1
At 310, the target engine speed Nt and the actual engine speed Ne
Is calculated. Then step 1311
In, the alternator control duty Do is calculated from the deviation Dne, and the control duty Do is feedback-controlled so that the deviation Dne becomes zero.

On the other hand, in step 1312, since it is not necessary to warm up the catalyst 15, the ignition timing retard amount is reset. Next, at step 1313, the air conditioner load is set to a normal load. Then step 131
In step 4, the intake air amount correction amount Qfb is calculated from the deviation Dne, and the air amount feedback control is performed so that the deviation Dne becomes zero.

Steps 1601 and 160
2, when the control duty Do is large, the throttle opening is decreased without increasing the control duty Do. However, instead of or in addition to this, there is the ignition timing retard amount calculated in step 1305. Instead of retarding the ignition timing to prevent the occurrence of misfire when the value is larger than the threshold value, the throttle opening may be reduced. In step 1307, instead of maximizing the air conditioner load, loads such as a power steering load, a torque converter load, a water pump load, and an oil pump load are set to large values in order to reduce the actual engine speed. You may. However, in that case,
It is necessary that such a load value can be changed by the ECU.

According to the present embodiment, when it is determined in step 1601 that the alternator load exceeds the predetermined value, or when it is determined that the ignition timing retard amount exceeds the predetermined value, the process proceeds to step 1601. 160
At 2, the throttle opening is reduced. That is, when the alternator load exceeds a predetermined value,
It is determined that it is impossible to suppress the increase in the engine idle speed by increasing the alternator load, and the increase in the engine idle speed can be suppressed by reducing the throttle opening. Further, when the ignition timing retard amount exceeds a predetermined value, it is determined that it is impossible to suppress an increase in the engine idle speed by increasing the ignition timing retard amount, and the throttle opening degree is determined. , It is possible to suppress an increase in the engine idle speed.

Hereinafter, a modification of the twelfth embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2. That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The start-up process of this modification is described with reference to FIGS.
Is substantially the same as the start-up process of the twelfth embodiment shown in FIG.
Instead of decreasing the throttle opening in 02, the throttle opening is decreased when it is determined that the assist torque is equal to or less than a certain threshold. In step 1311, the alternator control duty Do is calculated from the deviation Dne, and the control duty D is set so that the deviation Dne becomes zero.
Instead of the feedback control of o, the auxiliary torque supply amount is calculated from the deviation Dne, and the auxiliary torque supply amount is feedback-controlled so that the deviation Dne becomes zero.

According to the present modification, when it is determined that the assist torque is smaller than the predetermined value, or when it is determined that the ignition timing retard amount exceeds the predetermined value, the throttle opening is reduced. Is reduced. That is, when the auxiliary torque is smaller than the predetermined value, it is determined that it is impossible to suppress the increase in the engine idle speed by reducing the auxiliary torque, and the engine idle is reduced by reducing the throttle opening. An increase in the number of rotations can be suppressed. Further, when the ignition timing retard amount exceeds a predetermined value, it is determined that it is impossible to suppress an increase in the engine idle speed by increasing the ignition timing retard amount, and the throttle opening degree is determined. , It is possible to suppress an increase in the engine idle speed.

Hereinafter, the first embodiment of the control device for an internal combustion engine according to the present invention will be described.
A third embodiment will be described. The configuration of this embodiment is almost the same as the configuration of the first embodiment shown in FIG. FIG. 1 is a flowchart of a start-up process performed by the internal combustion engine control device according to the present embodiment.
3 is substantially the same as that shown in FIG.
The fuel injection amount and the alternator load are increased before the warm-up is completed when the engine is started, compared to after the warm-up is completed.

According to the present embodiment, the fuel injection amount and the alternator load are increased before the warm-up is completed when the engine is started, compared to after the warm-up is completed. And the increase of the alternator load can appropriately prevent the engine speed from increasing while preventing misfire.

Hereinafter, a modification of the thirteenth embodiment will be described. The configuration of this modified example is substantially the same as the configuration of the first embodiment shown in FIG. However, in the first embodiment, the alternator 1 has only a power generation function. However, in a modification of this embodiment, the alternator 1 can not only generate power but also An auxiliary torque can be supplied to the engine body 2. That is, the alternator 1 of the present modification has not only a power generation function but also a motor function.

The startup processing of this modification is substantially the same as the startup processing of the thirteenth embodiment, except that the alternator control duty Do is calculated from the deviation Dne and the control duty Do is fed back so that the deviation Dne becomes zero. Instead of the control, the auxiliary torque supply amount is calculated from the deviation Dne, and the auxiliary torque supply amount is feedback-controlled so that the deviation Dne becomes zero.

According to this modification, the fuel injection amount is increased and the auxiliary torque is reduced before the warm-up is completed when the engine is started, compared to after the warm-up is completed. In some cases, warm-up is quickly performed, and an increase in the engine speed can be appropriately prevented while preventing misfire by reducing the auxiliary torque.

Although the throttle opening of the electronic throttle 4 is controlled to control the engine idle speed in all of the above-described embodiments and the modifications thereof, an ISC valve (idle speed control valve) is used instead. It is also possible to control the opening degree.
Further, in the ninth to thirteenth embodiments and the modifications thereof, the warm-up of the catalyst 15 is promoted.
It is also possible to promote warm-up of the / F sensor 17.

[0181]

According to the first aspect of the invention, it is possible to prevent the alternator load from being controlled to control the engine idle speed when the alternator is abnormal. Therefore, even when the alternator is abnormal, it is possible to appropriately control the engine idle speed so as to prevent the engine speed from abnormally rising or misfiring.

According to the second aspect of the invention, when the alternator is abnormal, it is possible to prevent the adjustment amount of the engine idle speed from becoming insufficient due to the suspension of the control of the alternator load. Can be.

According to the third aspect of the present invention, it is possible to prevent the auxiliary torque from being controlled to control the engine idle speed when the alternator is abnormal. Therefore, even when the alternator is abnormal, it is possible to appropriately control the engine idle speed so as to prevent the engine speed from abnormally rising or misfiring.

According to the fourth aspect of the present invention, it is possible to prevent the adjustment amount of the engine idle speed from being insufficient due to the suspension of the control of the auxiliary torque when the alternator is abnormal. Can be.

According to the fifth aspect of the present invention, it is possible to appropriately determine whether or not the alternator is abnormal by determining whether or not the power generation function of the alternator is abnormal.

According to the sixth and seventh aspects of the present invention, it is possible to determine whether or not the alternator is abnormal by determining whether or not the battery is properly charged.

According to the invention described in claims 8 to 11,
By determining whether or not the load of the alternator has an appropriate value, it is possible to determine whether or not the alternator is abnormal.

According to the twelfth aspect of the present invention, it is possible to prevent the battery from running down due to the fact that the battery charging speed cannot keep up with the power consumption speed.

According to the thirteenth and fourteenth aspects of the present invention, it is possible to secure the required engine speed while preventing the battery from running down due to the inability of the battery charging speed to keep up with the power consumption speed. it can.

According to the fifteenth aspect of the present invention, it is possible to prevent the battery from running out because the battery charging speed cannot keep up with the power consumption speed.

According to the sixteenth and seventeenth aspects of the present invention, the required engine speed can be ensured while preventing the battery from running down due to the inability of the battery charging speed to keep up with the power consumption speed. it can.

According to the eighteenth aspect of the present invention, the engine is rapidly warmed up at the start of the engine by increasing the fuel injection amount, and the engine speed is increased while preventing the misfire by increasing the alternator load. Can be appropriately prevented.

According to the nineteenth aspect, it is possible to quickly warm up the engine when starting the engine. Further, it is possible to prevent the engine idle speed from excessively increasing.
In addition, it is possible to appropriately prevent an increase in the engine speed while preventing a misfire.

According to the twentieth aspect, occurrence of misfire can be reliably prevented.

According to the twenty-first aspect, warm-up can be quickly performed when the engine is started. Further, it is possible to prevent the engine idle speed from excessively increasing.
In addition, it is possible to appropriately prevent an increase in the engine speed while preventing a misfire.

According to the twenty-second aspect, an increase in the engine idle speed can be suppressed.

According to the twenty-third aspect of the present invention, the engine is rapidly warmed up at the time of engine start by increasing the fuel injection amount, and the engine torque is increased while the misfire is prevented by reducing the auxiliary torque. Can be appropriately prevented.

According to the twenty-fourth aspect, it is possible to quickly warm up the engine when starting the engine. Further, it is possible to prevent the engine idle speed from excessively increasing.
In addition, it is possible to appropriately prevent an increase in the engine speed while preventing a misfire.

According to the twenty-fifth aspect, the occurrence of misfire can be reliably prevented.

According to the twenty-sixth aspect, it is possible to quickly warm up the engine when starting the engine. Further, it is possible to prevent the engine idle speed from excessively increasing.
In addition, it is possible to appropriately prevent an increase in the engine speed while preventing a misfire.

According to the twenty-seventh aspect, an increase in the engine idle speed can be suppressed.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a first embodiment of a control device for an internal combustion engine of the present invention.

FIG. 2 is a diagram illustrating an alternator fail determination method by a control device for an internal combustion engine according to a first embodiment.

FIG. 3 is a flowchart showing a process at the time of alternator failure by the control device for an internal combustion engine according to the first embodiment;

FIG. 4 is a diagram showing an alternator fail determination method by a control device for an internal combustion engine according to a second embodiment.

FIG. 5 is a diagram illustrating an alternator fail determination method by a control device for an internal combustion engine according to a third embodiment.

FIG. 6 is a diagram illustrating an alternator fail determination method by a control device for an internal combustion engine according to a fourth embodiment.

FIG. 7 is a diagram showing a relationship between torque and each control parameter.

FIG. 8 is a diagram for determining whether the alternator is normal or not.

FIG. 9 is a diagram illustrating an alternator fail determination method by a control device for an internal combustion engine according to a fifth embodiment.

FIG. 10 is a diagram illustrating an alternator fail determination method by a control device for an internal combustion engine according to a sixth embodiment.

FIG. 11 is a diagram showing a process when the battery voltage is insufficient by a control device for an internal combustion engine according to a seventh embodiment.

FIG. 12 is a diagram illustrating a process when the battery voltage is insufficient by the control device for an internal combustion engine according to the eighth embodiment;

FIG. 13 is a diagram illustrating a start-time process performed by a control device for an internal combustion engine according to a ninth embodiment.

FIG. 14 is a diagram illustrating a start-time process performed by a control device for an internal combustion engine according to a tenth embodiment.

FIG. 15 is a diagram illustrating a start-time process performed by a control device for an internal combustion engine according to an eleventh embodiment.

FIG. 16 is a diagram illustrating a start-time process performed by a control device for an internal combustion engine according to a twelfth embodiment.

FIG. 17 is a diagram illustrating a start-time process performed by a control device for an internal combustion engine according to a twelfth embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Alternator 2 ... Internal combustion engine main body 3 ... Intake passage 4 ... Electronic throttle

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) H02P 9/04 H02P 9/04 L (72) Inventor Akinori Nagauchi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto 3G065 CA00 CA02 CA34 DA04 EA02 EA03 FA02 FA12 GA09 GA10 GA17 GA36 3G093 AA05 AA16 BA00 BA06 BA12 CA03 CA04 CB14 DA00 DA01 DA05 DB19 DB20 DB21 DB23 EA09 EA13 EB03 EB09 EC05 FA12 FA10 FA11 FA11 HA01 JA23 JA34 JB02 KA05 KA07 LA00 LA03 LC03 NA08 NC04 ND04 ND07 ND41 NE12 NE17 NE23 PE01A PE01Z PE08Z PF12Z PG01A PG01Z PG02A PG02Z 5H590 AA10 AA28 AB05 CA07 CA23 CC01 CE05 CE10 EA01 FA04 EB01 EB01 HA27 JA02 JB02

Claims (27)

[Claims] A control device for an internal combustion engine that controls an engine idle speed by controlling an alternator load, which is a load applied to the internal combustion engine by generating power from the alternator, and an intake air amount, to detect an alternator abnormality. A control device for an internal combustion engine, comprising: an abnormality detecting means for stopping an alternator load for controlling an engine idle speed when an alternator abnormality is detected. 2. The internal combustion engine according to claim 1, wherein when an alternator abnormality is detected, the rotation speed fluctuation to be adjusted by controlling the alternator load when the alternator is normal is adjusted by controlling the intake air amount. Control device. 3. An internal combustion engine control apparatus for controlling an engine idle speed by controlling an auxiliary torque and an intake air amount supplied from a battery to an internal combustion engine via an alternator, for detecting an alternator abnormality. A control device for an internal combustion engine, comprising: abnormality detection means, wherein when an abnormality of the alternator is detected, control of the auxiliary torque for controlling the engine idle speed is stopped. 4. The internal combustion engine according to claim 3, wherein when an alternator abnormality is detected, the rotation speed variation to be adjusted by controlling the auxiliary torque when the alternator is normal is adjusted by controlling the intake air amount. Control device. 5. The alternator is determined to be abnormal when a value indicating the relationship between the alternator output current output from the alternator to the battery and the alternator output current control duty is not within a predetermined range. 4. The control device for an internal combustion engine according to 3. 6. The control of an internal combustion engine according to claim 1, wherein the alternator is determined to be abnormal when the value indicating the relationship between the battery voltage and the alternator output current control duty is not within a predetermined range. apparatus. 7. The alternator according to claim 1, wherein the alternator is determined to be abnormal when the value indicating the relationship between the change in the battery voltage and the change in the alternator output current control duty is not within a predetermined range. A control device for an internal combustion engine according to claim 1. 8. The alternator is determined to be abnormal when the value indicating the relationship between the actual engine output torque calculated based on the alternator load and the alternator output current control duty is not within a predetermined range. Item 4. The control device for an internal combustion engine according to item 1 or 3. 9. The internal combustion engine according to claim 1, wherein the alternator is determined to be abnormal when a value indicating a relationship between the engine speed and the alternator output current control duty is not within a predetermined range. Control device. 10. The alternator is determined to be abnormal if the engine speed falls below a predetermined value while controlling the alternator load to control the engine idle speed. 3. The control device for an internal combustion engine according to claim 1. 11. The alternator is determined to be abnormal if the engine speed becomes lower than a predetermined value while controlling the auxiliary torque for controlling the engine idle speed. 3. The control device for an internal combustion engine according to claim 1. 12. A control device for an internal combustion engine, which controls an engine idle speed by controlling an alternator load, which is a load applied to the internal combustion engine by generating power by the alternator, and an intake air amount, for detecting a battery voltage. A control device for an internal combustion engine, comprising a battery voltage detecting means, wherein charging of the battery is continued by inhibiting the alternator load from being reduced when the battery voltage is lower than a predetermined value. 13. The internal combustion engine according to claim 12, wherein when the battery voltage is lower than a predetermined value and the load required by the engine increases, the intake air amount is increased while inhibiting the alternator load from being reduced. Engine control device. 14. When the battery voltage is lower than a predetermined value and the load required by the engine is increased, the alternator load is prohibited from being reduced, and the gear ratio is set so that upshifting becomes difficult. Claim 12 to be changed
3. The control device for an internal combustion engine according to claim 1. 15. A battery for detecting a battery voltage in a control device for an internal combustion engine that controls an engine idle speed by controlling an auxiliary torque and an intake air amount supplied from the battery to the internal combustion engine via an alternator. A control device for an internal combustion engine, comprising a voltage detecting means, wherein charging of the battery is continued by prohibiting the supply of auxiliary torque when the battery voltage is lower than a predetermined value. 16. The internal combustion engine according to claim 15, wherein when the battery voltage is lower than a predetermined value and the required engine load increases, the intake air amount is increased while inhibiting the supply of the auxiliary torque. Engine control device. 17. When the battery voltage is lower than a predetermined value and the load required by the engine increases, the supply of the auxiliary torque is prohibited, and the gear ratio is set so as to make it difficult to upshift. The control device for an internal combustion engine according to claim 15, which is changed. 18. A control device for an internal combustion engine, which controls an engine idle speed by controlling an alternator load and an intake air amount, which are loads on the internal combustion engine by generating power from the alternator, completes warm-up when the engine is started. A control device for an internal combustion engine that increases a fuel injection amount and an alternator load before completion of warm-up. 19. A control device for an internal combustion engine that controls an engine idle speed by controlling an alternator load and an intake air amount, which are loads on the internal combustion engine by generating power from the alternator, wherein warm-up at engine start is completed. An internal combustion engine in which the throttle opening is increased and the ignition timing is retarded, the air conditioner load is maximized, and the engine idle speed is feedback-controlled based on the alternator load, as compared to after the warm-up is completed. Control device. 20. When it is determined that the combustion state has deteriorated at the time of starting the engine, or when it is determined that the fuel property is heavy, the throttle opening before the completion of the warming-up at the time of starting the engine as compared to after the completion of the warming-up. 20. The control device for an internal combustion engine according to claim 19, wherein the degree of ignition is increased, the ignition timing is retarded, the air conditioner load is maximized, and the feedback control of the engine idle speed based on the alternator load is stopped. 21. A control device for an internal combustion engine that controls an engine idle speed by controlling an alternator load and an intake air amount, which are loads on the internal combustion engine by generating power from the alternator, wherein warm-up at engine start is completed. Before, after the completion of warm-up, the throttle opening is increased and the ignition timing is retarded, the air conditioner load is maximized, the alternator load is maintained at a constant value, and the engine timing is determined based on the ignition timing retard amount. A control device for an internal combustion engine adapted to feedback control the idle speed. 22. The internal combustion engine according to claim 19, wherein the throttle opening is reduced when the alternator load exceeds a predetermined value or when the ignition timing retard amount exceeds a predetermined value. Engine control device. 23. A control device for an internal combustion engine that controls an engine idle speed by controlling an auxiliary torque and an intake air amount supplied from a battery to an internal combustion engine via an alternator, before the completion of warm-up at the time of engine start. In addition, a control device for an internal combustion engine that increases the fuel injection amount and reduces the auxiliary torque as compared to after completion of warm-up. 24. A control device for an internal combustion engine which controls an engine idle speed by controlling an auxiliary torque and an intake air amount supplied from a battery to an internal combustion engine via an alternator, before the completion of warm-up at the time of engine start. In addition to increasing the throttle opening and delaying the ignition timing compared to after the warm-up is completed, maximizing the air conditioner load,
A control device for an internal combustion engine that performs feedback control of an engine idle speed based on an auxiliary torque. 25. When it is determined that the combustion state has deteriorated at the time of starting the engine, or when it is determined that the fuel property is heavy, the throttle opening is performed before the completion of the warming-up at the time of starting the engine as compared with after the completion of the warm-up. 25. The control device for an internal combustion engine according to claim 24, wherein the degree of ignition is increased, the ignition timing is retarded, the air conditioner load is maximized, and the feedback control of the engine idle speed based on the auxiliary torque is stopped. 26. A control apparatus for an internal combustion engine, which controls an engine idle speed by controlling an auxiliary torque and an intake air amount supplied from a battery to an internal combustion engine via an alternator, before completion of warm-up at the time of engine start. At the same time, the throttle opening is increased and the ignition timing is retarded as compared to after the warm-up is completed, the air conditioner load is maximized, the auxiliary torque is maintained at a constant value, and the engine idle is retarded based on the ignition timing retard amount. A control device for an internal combustion engine that performs feedback control of a rotational speed. 27. The throttle opening is reduced when the assist torque is smaller than a predetermined value or when the ignition timing retard amount exceeds a predetermined value.
27. The control device for an internal combustion engine according to 4 or 26.