JP2738495B2 - Electronically controlled internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronically controlled internal combustion engine, and more particularly, to an electronically controlled internal combustion engine that controls the engine by detecting whether an electric load is turned on or released.

[0002]

2. Description of the Related Art During operation of an internal combustion engine, when an electric load that consumes a relatively large amount of electric power is turned on, the amount of power generated by an alternator increases and the number of revolutions of the engine decreases. If the fuel injection amount, the ignition timing, and the like are kept constant in such a state, a phenomenon that the engine stall or idle speed becomes unstable is caused. Therefore, when controlling the internal combustion engine, it is detected by using a load detection switch or the like that the electric load is turned on, and control for increasing the fuel injection amount or control for advancing the ignition timing is performed. Has been implemented to prevent the decline.

FIG. 16 shows a configuration diagram of a conventional engine system. An engine control computer (hereinafter, referred to as "ECC") for controlling the engine system.
Is provided. Various sensors 11 to the input interface circuits 12 and 13 of the ECC (battery, vacuum sensor, a water temperature sensor, an exhaust temperature sensor, O ₂ sensor, a throttle position sensor (analog signal), a throttle position sensor (switch (digital signal)), a starter Signal, an electric load switch, a crank angle sensor, an air conditioner, a vehicle speed sensor, a neutral start switch). This sensor output is either directly or A /
The data is input to the CPU via the D converter 14.

[0004] The CPU performs various calculations based on the input of each sensor 11, and outputs # through an output interface circuit 15.
Actuators such as 1 to 6 injectors 16 (# 1 to 6 indicate cylinders 1 to 6), idle speed control bypass control 17, and igniter 18 are controlled. Starter signal, power window, headlight,
When the sensor 11 detects that various electric loads such as a rear window heating wire or the like and an air conditioner that consumes a relatively large amount of electric power have been turned on, and the signal is input to the ECC, the ECC becomes # 1 to # 6. The injector 16, the idle speed control bypass control 17, and the igniter 18 are controlled to increase the engine speed.

[0005]

In the conventional electronically controlled internal combustion engine described above, a load detection switch is provided for each electric load in order to detect whether the electric load is turned on or released. . In the above-mentioned figure, switches for electric loads such as power windows, headlights, and rear window heat wires are collectively displayed as one electric load SW. If this load detection switch can be reduced or eliminated, the configuration of the electronically controlled internal combustion engine can be simplified.

An object of the present invention is to omit these load detection switches and simplify the configuration of an electronically controlled internal combustion engine.

[0007]

When the electric load is turned on, the battery voltage decreases. Also, when the electric load is turned off or the engine speed increases and the power generation amount of the alternator increases, the battery voltage increases. The present invention seeks to detect ON and OFF of an electric load by utilizing this phenomenon.

However, if the ON of the electric load is detected only by the level of the battery voltage, the determination may be erroneous due to noise, or the ON of the electric load may not be detected when the electric load is gradually applied. . On the other hand, according to the present invention, the amount of decrease or increase in the battery voltage is integrated, and the on / off of the electric load is detected using the integrated value.

In order to solve the above problems, the present invention provides a means for detecting a battery voltage (BAT), a means for setting a reference value, and a difference (Δ) between the reference value and the battery voltage (BAT).
BAT), the integrated value of the difference (ΣΔBA
T) calculating means, and the integrated value (ΣΔBAT)
The electronic control internal combustion engine is constituted by means for determining that the electric load has been turned on to the battery when the value exceeds a predetermined value (LON).

[0010]

When the electric load that consumes relatively large power is turned on during operation of the internal combustion engine, the battery voltage drops. Conversely, when the electrical load is turned off or the alternator is activated, the battery voltage increases. The amount of decrease in the battery voltage, that is, the difference between the reference value and the current value is integrated, and when this integrated value exceeds a predetermined value, it is detected that the electric load is turned on. Thus, it is not necessary to provide a load detection switch for each of the electric loads, and the configuration of the electronically controlled internal combustion engine can be simplified.

Further, since the on / off of the electric load is not simply detected based on the amount of decrease or increase in the battery voltage, but is determined using the integrated value of the amount of decrease or increase, the influence of noise is eliminated. Detection can be performed even when a load is applied slowly. Further, the amount of increase in the battery voltage is detected, and when this value exceeds a predetermined value for release determination, it can be detected that the electric load has been turned off or the alternator has been operated. As the increment used to determine whether the electric load is off, not only the integrated value but also a difference or each value itself can be used.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings. In the drawings describing the embodiments, portions having the same functions are denoted by the same reference numerals and description thereof is omitted.
In the following description, in order to facilitate understanding of the description, only the abbreviation of each numerical value will be used as necessary. FIG. 17 shows an example of the correspondence between the meanings of these numerical values and the abbreviations and their time relationships. In this specification , the subscript _i is
Indicates the value at the current time of the value, _i-1 denotes the value of the previous time of the value, _i-2 has a value of two previous time points of the value, _in the that value One or more previous
Values are shown, and those without subscripts indicate the values collectively.

(Embodiment 1) FIG. 2 shows an engine system configuration diagram to which the present invention is applied. Outputs of various sensors 11 are input to an ECC that controls the engine system. Battery, vacuum sensor, water temperature sensor, exhaust temperature sensor, O
A first input interface circuit 12 to which outputs of _two sensors and a throttle position sensor (analog signal) are input is connected to a CPU via an A / D converter 14. A second input interface circuit 13 to which outputs of a throttle position sensor (SW (digital signal)), a crank angle sensor, a vehicle speed sensor, and a neutral start switch are input is directly connected to the CPU.

The CPU performs various calculations based on the input of each sensor, and outputs # 1 to # 1 through the output interface circuit 15.
Controls actuators such as a 6-injector 16, an idle speed control bypass control 17, and an igniter 18. In FIG. 2, the starter signal, the switch of the electric load, and the sensor of the air conditioner are omitted, as apparent from comparison with FIG. 16 of the conventional example.
As described below, instead of using these sensors, the electric load is detected by the battery voltage.

FIG. 1 shows a system configuration diagram for detecting whether an electric load is turned on or off from a battery voltage. FIG. 3 shows signal waveforms at various parts in FIG.
First, the configuration of the circuit and the outline of its operation will be described. The voltage of the battery 21 is input from the input interface circuit 12 of the ECC to the A / D converter 14, and is converted from an analog signal to a digital value signal BAT.

A starter, an air conditioner, a power window,
As shown in FIG. 3a, when an electric load consuming relatively large electric power such as a headlight, a hot wire of a rear window, etc.
, The battery voltage BAT drops as shown by the solid line in FIG. 3b. Since the battery voltage BAT is a value obtained by A / D conversion at an appropriate interval (for example, 50 ms), the battery voltage BAT changes stepwise. Also, it is shown that the battery voltage slightly changes due to various factors even when the electric load is off.

[0017] The battery voltage BAT _i converted into a digital signal is supplied to a smoothing value calculating means 22 and a difference calculating means 23.
Is input to The average value calculating means 22 calculates an average value BATSM as a reference value from the BAT. The method of calculating the smoothed value BATSM will be described later. Average value BAT
SM is shown in dashed lines in FIG. 3b.

The difference calculating means 23 calculates a difference ΔBA from the smoothed value BATSM _i serving as a reference value and the battery voltage BAT _i.
To calculate the T _i. The result is shown in FIG. 3c. This ΔBA
_Ti is input to the integrated value calculating means 24. The integration calculating means 24 integrates this ΔBAT to calculate an integrated value ΣΔBAT. The result is shown in FIG. 3d.

The judging means 25 compares the ＢΔBAT with a predetermined value LON set in the setting means 26. Then, when ΣΔBAT exceeds the predetermined value LON, it is determined that the battery voltage has changed and the electric load has been turned on, and the output is turned on as shown in FIG. 3e. ECC CPU
When the signal is obtained, the fuel injection amount is increased by the actuator 16, the ISC is increased by the idle speed control bypass control 17, or the ignition timing is advanced by the igniter 18 to control the engine speed. increase.

Next, when the electric load at the time t2 in FIG. 3a is turned off or O Le Taneta is activated, the battery voltage BA
T, no value BATSM, difference ΔBAT, integrated value ΣΔBA
T rises as shown by b, c and d in FIG. 3, respectively. The determination means 25 determines that the electric load has been turned off when the ΣΔBAT exceeds the predetermined level LOFF for turning off, and turns off the output as shown in FIG. 3e.

Next, the detailed operation of the above system will be described with reference to the flowcharts shown in FIG. FIG. 4 shows a processing routine up to the determination of the electric load. This routine is executed by interruption every 50 ms, for example. In step S11, the battery voltage BAT _i obtained from the A / D converter is read.

In step S12, the difference ΔBAT _i = B
AT _i -BATSM _i-1 is calculated. Step S13
Then, the smoothed value BATSM _i becomes BATSM _i ← BAT
It is calculated by SM _{i− 1} + ／ (BAT _i −BAT _i−1 ). As a result, eight smoothed values of the battery voltage are obtained.

In step S14, a .DELTA.BAT integrated value subroutine is executed. This will be described with reference to FIG. In step S20, it is determined that ΔBAT _i−1 ≧ 0. Then, according to the result, the process proceeds to step S21 or S22, respectively, and it is determined that ΔBAT _i ≧ 0.
At 4, the flag FTURN is set to 1 or 0. The flag FTURN indicates whether or not the increase / decrease from ΔBAT _i−1 to ΔBAT _i has been inverted. “1” indicates inverted, and “0” indicates unchanged.

In step S25, the flag FTURN =
1? Is not 1, that is, if there is no reversal of increase / decrease of ΔBAT, in step S27, the integrated value ΣΔ
BAT _i ← ΣΔBAT _i−1 + ΔBAT _i is calculated, and the process returns to the main routine. If the flag FTURN = 1 in step S25, the above integrated value ΣΔBAT
Reset _i-1 to 0. This is performed to prevent erroneous detection due to noise and data fluctuation. In step S26, ΔBAT _i may be set to 0 at the time of inversion. Then, the process returns to the main routine via step S27.

Returning to FIG. 4, in step S15, FIG.
Is performed. In step S31 of FIG. 6, the flag FTURN = 1? Is determined. If "1" is set, this subroutine ends, and the process returns to the main routine. If not set,
Proceeding to step S32 and thereafter, it is determined whether the battery voltage has dropped or increased.

In step S32, ΣΔBAT <LON
3? Is determined. LON will be described later. If Y, a flag FBD indicating a voltage drop in step S33
OWN is set to 1 and a flag FBUP indicating a voltage rise is set.
Is set to 0. If N, step S33 is passed. In step S34, ΣΔBAT> LOFF3?
Is determined. LOFF will be described later. If Y, FBDOWN is set to 0 in step S35,
Set 1 to FBUP. If N, the process skips step S35 and returns to the main routine in FIG. In the above description, the flag is set to FBUP and FBDOWN.
However, it is also possible to use only one.

Returning to FIG. 4, in step S16, FIG.
Is executed. In step S41 of FIG. 7, a flag FBD for determining whether the electric load is on is set.
For OWN, FBDOWN = 1? Is determined.
If Y, the flag FELS indicating the operation of the electric load is turned on in step S42. If N, step S4
2 is passed.

At step S43, FBUP = 1? Is determined. If Y, it is determined that the operation of the off or o le Taneta electrical load, flag FELS is turned off. If N, step S44 is passed. Then, the process returns to the main routine of FIG. 4, and the interrupt operation ends. Second Embodiment Next, in the first embodiment described above, the difference ΔBAT is set to ΔB
AT _i = BAT _i −BATSM _i−1, but the following calculation methods can be used instead.

ΔBAT = BAT _i −BAT _i−1 ΔBAT = BAT _i −BAT _i−2 ΔBAT = BAT _i −BATAV _i−1 ΔBAT = BAT _i −BATTG is the difference from the previous battery voltage BAT _i−1 In this case, the average value calculating means 22 shown in FIG.
Is provided instead of BAT _i-1 .

Calculates the difference from the battery voltage BAT _i-2 two times before. In this case, a means for storing BAT _i-2 is provided instead of the smoothing value calculating means 22 in FIG. Can be The reason for employing the calculation method is as follows. If the value one time before is used as the reference value, the operation of the electric load may not be detected due to a gradual change.
If the determination level is reduced to cope with such a situation, an erroneous determination may be made due to noise or fluctuations in the battery voltage. Therefore, by using the value two times before as the reference value, erroneous determination due to noise or fluctuation can be prevented even if the determination level is lowered.

BATAV is the average value of the battery voltage. In this case, the smoothing value calculating means 2 in FIG.
In place of 2, an average value calculating means is provided. In addition, B
ATTG is a target value of the battery voltage. As shown in FIG. 8, B corresponding to the engine speed NE as a parameter
MAP of ATTG is set, and MAP interpolation is performed. For this purpose, instead of the averaging value calculating means 22 in FIG.
And a means for setting a BATTG corresponding thereto. Also, instead of NE as a parameter, FIG.
, The throttle position sensor (switch (digital signal)) turns on the throttle full-close signal,
A MAP by turning off may be set. Further, the MAP can be set using other parameters or a plurality of parameters.

(Embodiment 3) Integrated value of ΔBATΣΔBAT
Can be adopted as the calculation method shown in FIG. 10 includes new steps S51 and S5 before step S27 in FIG.
2 is to be inserted. In step S51, | Δ
BAT | ≧ 0.5V? Is determined. In step S52, it is determined whether or not the accumulation is five times or less. If N in any of these steps, step S2
The calculation returns to the main routine without performing the calculation of the integration of 7. When both conditions of steps S51 and S52 are satisfied, the integration of step S27 is performed.

By providing steps S51 and S52, it is possible to reject an erroneous determination due to discharge, fluctuation, and noise. Further, it is possible to detect only a rapidly decreasing or rising battery voltage. Note that FIG.
In steps S51 and S52, the process proceeds to step S27 by AND, but may be performed by OR.

(Embodiment 4) In the first embodiment, the BAT fluctuation determination in FIG. 6 is determined by the integrated value ΣΔBAT, but instead of the integrated value ΣΔBAT, the battery voltage BA
The BAT fluctuation can be determined using T, the difference ΔBAT, or the second-order differential value ΔΔBAT. Also, the determination can be made by combining these.

Here, a method of calculating the difference ΔΔBAT _i of the second derivative will be described. The second order differential value calculating means is additionally provided between the difference calculating means 23 and the integrated value calculating means 24 in FIG. Then, in the second order differential value calculating means, Δ
ΔBAT _i ← ΔBAT _i −ΔBAT _i−1 is calculated. In the flowchart of FIG. 4, the procedure of the second order differential value calculation is performed after step S13 and step S14.
Is inserted before calculating the integrated value.

Next, an example in which the determination is made by combining the numerical values will be described with reference to FIG. The battery voltage reduction determination, BAT <LON1 in step S61, in step S62 ΔBAT <LON2, in Step S6 3 .DELTA..delta
BAT <LON4. In the drawing, the decrease is determined based on the OR condition of each of the above steps. However,
As described above, if the determination is made only with the BAT, the determination may be erroneously made due to noise. In this case, by taking an AND of an appropriate combination of the above steps,
It is possible to accurately determine the operation of the electric load.

For example, in step S61, BAT <LON
1 and ΣΔBAT <LON3 in step S32. BAT <L in step S61
ON1 and ΔΔBAT <LON4 in step S63 can be combined. In battery voltage rise judgment,
BAT> LOFF1 in step S64, step S65
Is ΔBAT> LOFF2, and ΔΔBAT is step S66.
> LOFF4 is determined, and if any is Y, it is determined to be ascending.

The method of determining LON and LOFF in each step will be described below. Each predetermined value LO
Although N and LOFF can be fixed values, they may be mapped as shown in FIG. 12 and the engine state may be changed as a parameter. FIG. 12 shows a main routine of the determination level search. Steps S71 to S78
In each step, each predetermined value is determined by performing a map interpolation using a map in which LON or LOFF is set according to the engine speed NE (rpm).

In FIG. 12, although the engine speed is used as a parameter, the engine cooling water temperature, the intake pipe pressure, the intake air amount, the throttle position opening, the neutral start switch, the vehicle speed, the fuel injection are used instead. The time, the opening degree of the idle speed control bypass, and the like can also be used. (Embodiment 5) When the fluctuation of the battery voltage is large, or when noise is likely to be generated, the differences ΔBAT, ΔΔ
It is necessary to set a large predetermined level for BAT determination. However, in such a case, when the fluctuation of the battery voltage due to the operation of the electric load is not large, it is impossible to make the determination based on the differences ΔBAT and ΔΔBAT.

Therefore, the difference ΔBAT, ΔΔBAT
Instead of increasing the predetermined level, the integrated value of these differences is calculated using a parameter indicating the engine state (eg, engine speed (NE), intake pipe pressure), and this is combined with the integrated value of the battery voltage. To determine whether the electric load is on or off. FIG. 13 shows an engine load NE in the electric load determination subroutine of FIG.
Is added.

Steps S81 to S85 in FIG. 13 perform an operation of judging that the electric load has been turned on when a decrease in NE occurs within a predetermined time after the decrease in BAT is detected. In step S81, it is determined whether or not the flag FELS of the previous operation determination of the electric load is off. If Y, it is determined in step S82 whether or not the counter CNT has been cleared. If N, C is determined in step S82 '.
Clear NT. This CNT is automatically incremented in a 10 ms routine. Step S81
Is N, steps S82 and S82 'are passed.

In step S83, ΔNE <−50 rpm
However, it is determined that ΔΔNE <−30 rpm in step S84 and CNT <1 sec in step S85, and if all are Y, the flag FELS is set to ON in step S42. Thus, when the decrease in BAT and the decrease in NE are synchronized, it is determined that the electric load is turned on, and accurate detection without the influence of noise or the like can be performed.

The method for obtaining ΔNE and ΔΔNE in steps S83 and S84 will be described below. FIG. 14 shows ΔNE, ΔΔNE from the crank angle sensor.
FIG. Crank angle sensor 3
A pulse signal (for example, a sine wave generated at every 120 ° CA angle) synchronized with the detected crank angle is input to the input interface circuit 12 of the ECC, the waveform is shaped, and then input to the CPU. Is converted into the signal CA.

In the engine speed calculating means 32,
The engine rotation speed NE is calculated based on the generation cycle (ms) of the
(Rpm) is calculated. The difference calculation means 33 calculates the difference Δ
NE _iAnd the second order differential value calculation means 34 calculates the second order differential value
Value ΔΔNE_iIs calculated. And these values are shown in FIG.
Is output to the determination means 25. The operation of the above system
This will be described with reference to FIG. The routine of FIG.
Triggered by an interrupt at every 120 ° by the angle CA signal
Will be

In step S91, NE (rpm) is calculated from the time (ms) during which the CA rotates 120 °. To calculate the _{ΔNE i ← NE i -NE i-} 1 in step S92.
To calculate the _{ΔΔNE i ← ΔNE i -ΔNE i-} 1 in step S93. The calculations in steps S92 and S93 described above may be synchronized with the unit time (for example, 50 ms) of the main routine. ΔNE and ΔΔNE obtained in this way are shown in FIG.
Is used in steps S83 and S84 in the flowchart of FIG.

(Embodiment 6) By using each of the embodiments described above, an alternator abnormality can be detected. When BAT drops, turn on electrical load
If the determination is made, the operation of increasing the fuel injection amount and the opening amount of the idle speed control bypass control will stabilize the engine idle rotational force, and if the alternator generates power normally, The BAT should be able to return. Therefore, a timer is connected to the latter stage of the electric load determining means of FIG. 1 and when ΣΔBAT exceeds LON and NE is equal to or higher than a predetermined idle speed, the alternator or the charging system Is determined to be abnormal.

[0047]

According to the present invention, whether the electric load is turned on or off can be detected only by measuring the battery voltage without providing a switch for each electric load. The configuration of the controlled internal combustion engine can be simplified.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a system for detecting an operation of an electric load from a battery voltage according to the present invention.

FIG. 2 is a configuration diagram of an engine system to which the present invention is applied.

FIG. 3 is a waveform chart showing waveforms of respective parts in FIG. 1;

FIG. 4 is a flowchart showing the operation of the system of FIG. 1;

FIG. 5 is a flowchart showing a subroutine used for calculating an integrated value in FIG. 4;

FIG. 6 is a flowchart showing a subroutine used for determining BAT fluctuation in FIG. 4;

FIG. 7 is a flowchart showing a subroutine used for determining an electric load in FIG. 4;

FIG. 8 is a chart showing a map used for obtaining BATTG from NE.

FIG. 9 is a chart showing a map used for obtaining BATTG from IDL.

FIG. 10 is a flowchart showing a modification of the calculation of the integrated value in FIG. 5;

FIG. 11 is a flowchart showing a modification of FIG. 6;

FIG. 12 is a flowchart and a chart showing a routine for obtaining a predetermined value.

FIG. 13 is a flowchart showing a modification of FIG. 7;

FIG. 14 is a configuration diagram of a system for obtaining a numerical value in FIG. 13;

FIG. 15 is a flowchart showing the operation of the system in FIG. 14;

FIG. 16 is a configuration diagram of a conventional engine system.

FIG. 17 is a table showing the correspondence between abbreviations and the meaning of numerical values.

[Explanation of symbols]

 ECC: Engine control computer CPU: Central processing unit 11: Sensor 12, 13: Input interface circuit 14: A / D converter 15: Output interface circuit 16: # 1 to 6 injector 17: Idle speed control bypass control 18: Igniter DESCRIPTION OF SYMBOLS 21 ... Battery 22 ... Average value calculation means 23 ... Difference calculation means 24 ... Integration value calculation means 25 ... Judgment means 26 ... Setting means 31 ... Crank angle sensor 32 ... Engine speed calculation means 33 ... Difference calculation means 34 ... Second floor Differential value calculation means

Claims (11)

(57) [Claims] In an electronically controlled internal combustion engine, means for detecting a battery voltage (BAT) is provided.
Battery value (BATSM _i-1 ) and the current and previous battery power
From the battery pressure (BAT _i , BAT _i-1 )
Smoothing the difference between the value means to calculate the (BATSM _i), moderated value (BATSM) and the battery voltage (BAT) (ΔB
AT), the integrated value of the difference (ΣΔBA
T) calculating means, and the integrated value (ΣΔBAT)
An electronically controlled internal combustion engine characterized by comprising means for determining that an electric load has been turned on when a value exceeds a predetermined value (LON). 2. An electronically controlled internal combustion engine, comprising:
Means for detecting pressure (BAT), battery voltage (BAT)
Means for calculating the average value (BATAV) of the battery voltage from the average value (BATAV) and the battery voltage (BA
T) means for calculating the difference (ΔBAT), the product of the differences
Means for calculating a calculated value (ΣΔBAT), and the integrated value
When (ΣΔBAT) exceeds a predetermined value (LON),
Means for determining that the air load has been turned on.
Electronically controlled internal combustion engine. 3. An electronically controlled internal combustion engine, comprising:
Means for detecting the pressure (BAT), means for setting a target value (BATTG) according to a fixed target value of the battery voltage (BATTG) or parameter, the target value (BAT
TG) and the battery voltage (BAT) difference (ΔBAT)
Calculating means, calculating the integrated value (ΣΔBAT) of the difference
Means for performing the operation, and the integrated value (ΣΔBAT) being a predetermined value.
(LON), it is determined that the electric load has been turned on.
Electronically controlled internal combustion engine characterized by comprising means for determining
Seki. 4. An electronically controlled internal combustion engine, comprising:
Means for detecting the battery pressure (BAT), means for storing the previous value of the battery voltage (BAT _{i- n} ), and means for storing the previous value (BAT
_in ) and the difference (ΔBAT) between the battery voltage (BAT) and
Calculating means, calculating the integrated value (ΣΔBAT) of the difference
Means for performing the operation, and the integrated value (ΣΔBAT) being a predetermined value.
(LON), it is determined that the electric load has been turned on.
Electronically controlled internal combustion engine characterized by comprising means for determining
Seki. 5. The electronic control engine, means for detecting a battery voltage (BAT), it of the previous battery voltage
Battery value (BATSM _i-1 ) and the current and previous battery power
From the battery pressure (BAT _i , BAT _i-1 )
Smoothing the difference between the value means to calculate the (BATSM _i), moderated value (BATSM) and the battery voltage (BAT) (ΔB
AT), and a second-order differential value (ΔΔ) obtained by calculating a difference between the difference (ΔBAT) and the previous value of the difference.
BAT), and compares the difference (ΔBAT) with a predetermined value (LON3) to calculate the second-order differential value (ΔΔBA).
An electronically controlled internal combustion engine, comprising: means for comparing whether the load is turned on by comparing T) with another determination value (LON4). 6. An electronically controlled internal combustion engine, comprising:
Means for detecting pressure (BAT), battery voltage (BAT)
Means for calculating the average value (BATAV) of the battery voltage from the average value (BATAV) and the battery voltage (BA
T) means for calculating the difference (ΔBAT), and this difference
The difference between the minute (ΔBAT) and the previous value of this difference is taken as 2
Means for calculating a differential value (ΔΔBAT);
BAT) is compared with a predetermined value (LON3).
Value (ΔΔBAT) is compared with another judgment value (LON4).
Means for determining whether or not the load is turned on
An electronically controlled internal combustion engine characterized in that: 7. A parameter value (N) representing an engine state.
E) means for detecting the parameter value (NE), and means for calculating a decrease in the parameter value (NE). In addition to the comparison with a predetermined value relating to the battery voltage, the determination means includes a calculation result of the parameter and a predetermined value (NELON). The electronically controlled internal combustion engine according to any one of claims 1 to 6 , wherein a comparison is made between the two and a determination is made as to whether or not the load is turned on based on the results of both comparisons. 8. A battery voltage (BAT), a difference (ΔBA)
T), the integrated value of the battery voltage difference (ΣΔBAT), or the second derivative of the battery voltage (ΔΔBAT), or a combination thereof is a predetermined value (L
When exceeded OFF), claims 1, characterized by comprising means for determining the load is released 7 Neu
2. The electronically controlled internal combustion engine according to claim 1. 9. An alternator according to claim 9, further comprising a timer provided on the output side of said determination means, for warning an alternator abnormality when a state in which it is determined that the electric load is turned on continues for a predetermined time or more. claims 1 to to 8 noise
Electronic control an internal combustion engine according to item 1 or Re. 10. The integrated value calculating means calculates a difference (ΔBA
Claims 1, characterized in that T) was made to calculate the integrated value only when more than a predetermined value 7 any one of
Electronically controlled internal combustion engine according to. Wherein said integrated value calculating means, the number of integration and up to a predetermined number of times, claims 1 to 7 Neu and performs determination of the electrical load by the integrated value of the predetermined number of times
2. The electronically controlled internal combustion engine according to claim 1.