JP2011169162A - Control device for internal combustion engine with electric supercharger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an internal combustion engine with electric supercharger performing an idle stop control while effectively suppressing excessive temperature rise of the electric supercharger, in an internal combustion engine with electric supercharger cooled by intake air when the engine is operated, having an idle stop function. <P>SOLUTION: The engine 1 has the electric supercharger 10 disposed to an intake system 40. Operation of the engine 1 is automatically stopped by an idle stop ECU 80, on meeting an automatic stop condition including a temperature correlation value (such as an operating time of the electric supercharger 10, a temperature of a bearing part of a rotational shaft of a compressor, and a temperature of a coil of a motor) correlating a temperature of the electric supercharger 10. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

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

  As a control device for an internal combustion engine provided with a supercharger and having an idle stop function for automatically stopping the operation of the internal combustion engine when the vehicle is stopped, the automatic operation of the internal combustion engine is performed when the temperature of the supercharger exceeds a predetermined value. One that prohibits the stop is known (for example, see Patent Document 1). According to the control device, it is possible to suppress the operation of the internal combustion engine from being stopped and the cooling function of the supercharger from being stopped in a state where the supercharger is excessively heated, and the supercharger can be protected.

JP 60-66838 A

  Incidentally, as a supercharger, there is an electric supercharger cooled by intake air during engine operation, in addition to an exhaust turbocharger cooled by a cooling device during engine operation. Here, the exhaust turbocharger and the electric supercharger are different in characteristics such as the heat generation site, the allowable temperature, the content of the malfunction due to the temperature rise, etc., so in the internal combustion engine equipped with the electric supercharger, the electric supercharger It is necessary to perform idle stop control in consideration of the unique characteristics of

  In view of the above circumstances, the present invention includes an electric supercharger that is cooled by intake air during engine operation, and in an internal combustion engine that has an idle stop function, effectively suppresses overheating of the electric supercharger. Another object of the present invention is to provide a control device for an electric supercharger internal combustion engine capable of performing idle stop control.

  In order to achieve the above object, a control device for an internal combustion engine with an electric supercharger is a control device for an internal combustion engine provided with an electric supercharger, and idle stop control for automatically stopping the internal combustion engine when an automatic stop condition is satisfied. And a temperature correlation value detection unit that detects a temperature correlation value that correlates with the temperature of the electric supercharger, wherein the idle stop control unit detects the temperature correlation value detected by the temperature correlation value detection unit The automatic stop of the internal combustion engine is controlled based on the automatic stop condition including:

In the control device for an internal combustion engine with an electric supercharger, the temperature correlation value detection unit may include a measurement unit that measures an operation time of the electric supercharger, and the idle stop control unit includes the measurement unit. The automatic stop of the internal combustion engine may be controlled based on the automatic stop condition including the operation time of the electric supercharger measured by the above as the temperature correlation value.
In the control device for an internal combustion engine with a supercharger, the temperature correlation value detection unit includes a bearing temperature detection unit that detects a temperature of a bearing unit that supports a rotation shaft of a compressor provided in the electric supercharger. The idle stop control unit may control the automatic stop of the internal combustion engine based on the automatic stop condition including the temperature of the bearing unit detected by the bearing unit temperature detection unit as the temperature correlation value. May be.

  In the control device for an internal combustion engine with a supercharger, the temperature correlation value detection unit may include a coil temperature detection unit that detects a temperature of a coil of a motor provided in the electric supercharger, and the idle stop The control unit may control the automatic stop of the internal combustion engine based on the automatic stop condition including the temperature of the coil detected by the coil temperature detection unit as the temperature correlation value.

  In the control device for an internal combustion engine with a supercharger, the idle stop control unit may include a storage amount detection unit that detects a storage amount of a battery that stores electric power supplied to an electric unit provided in the internal combustion engine. May control the automatic stop of the internal combustion engine based on the automatic stop condition including the amount of charge of the battery detected by the charge amount detection unit.

  According to the control device for an internal combustion engine with an electric supercharger, in the internal combustion engine that includes the electric supercharger that is cooled by intake air during engine operation and has an idle stop function, the overheating of the electric supercharger is performed. It is possible to implement idle stop control while effectively suppressing

1 is a schematic configuration diagram of an internal combustion engine with an electric supercharger to which a control device according to an embodiment is applied. It is a perspective view which shows an electric supercharger. It is a perspective view which shows an electric supercharger. FIG. 4 is a sectional view taken along line 4-4 of FIG. 3. It is a functional block diagram which shows the structure of idle stop ECU. It is a flowchart for demonstrating control by idle stop ECU.

Embodiments of the present invention will be described below.
FIG. 1 is a schematic configuration diagram of an internal combustion engine with an electric supercharger to which a control device according to an embodiment of the present invention is applied. As shown in this figure, an engine 1 as an internal combustion engine with an electric supercharger includes an electric supercharger 10.
The engine 1 includes a cylinder block 20, a cylinder head 30 fixed on the cylinder block 20, an intake system 40 for supplying a mixture of fuel and air to the cylinder block 20, a cylinder And an exhaust system 50 for releasing the exhaust gas from the block unit 20 to the outside.

  The cylinder block unit 20 includes a cylinder 21, a piston 22, a connecting rod 23, and a crankshaft 24. The piston 22 reciprocates in the cylinder 21, and the reciprocating motion of the piston 22 is transmitted to the crankshaft 24 through the connecting rod 23, whereby the crankshaft 24 rotates. The cylinder 21, the head of the piston 22, and the cylinder head portion 30 form a combustion chamber (cylinder) 25.

  The cylinder head portion 30 has an intake port 31 communicating with the combustion chamber 25, an intake valve 32 that opens and closes the intake port 31, an intake cam shaft that drives the intake valve 32, and continuously changes the phase angle of the intake cam shaft. A variable intake timing device 33, an exhaust port 34 communicating with the combustion chamber 25, an exhaust valve 35 that opens and closes the exhaust port 34, an exhaust camshaft 36 that drives the exhaust valve 35, an ignition plug 37, and a high voltage applied to the ignition plug 37 An igniter 38 having an ignition coil to be generated and an injector 39 for injecting fuel into the intake port 31 are provided.

  The intake system 40 includes an intake manifold 41 that communicates with the intake port 31, a surge tank 42 that forms part of the intake manifold 41, an intake duct 43 that forms an intake passage with the intake port 31, the intake manifold 41, and the surge tank 42, The box 44 connected to the upstream end of the manifold 41 and the downstream end of the intake duct 43, the air filter 45 and the electric supercharger 10 disposed in the box 44, and the throttle valve 46 disposed in the intake manifold 41 It has.

  The electric supercharger 10 includes a motor 12 and a compressor 14 that rotates by the output of the motor 12. The air filter 45, the motor 12, and the compressor 14 are arranged in this order from the upstream side to the downstream side in the intake direction, and the air sucked into the box 44 passes through the air filter 45 and contacts the motor 12. Then, it is compressed by the compressor 14 and sent out to the intake manifold 41. That is, the electric supercharger 10 is driven by electric power to supercharge the engine 1 with air.

The throttle valve 46 is rotatably supported by the intake manifold 41, and its opening degree is adjusted in conjunction with an accelerator operation or by being driven from a throttle valve actuator. As a result, the throttle valve 46 can change the passage cross-sectional area of the intake manifold 41.
The exhaust system 50 includes an exhaust pipe 51 having an exhaust manifold that communicates with the exhaust port 34 and forms an exhaust passage together with the exhaust port 34, and a catalyst 52 disposed in the exhaust pipe 51.

On the other hand, this system includes an intake pressure sensor 61, a vehicle speed sensor 62, a water temperature sensor 63, a battery SOC sensor 64, a brake switch 66, a first motor temperature sensor 67, a second motor temperature sensor 68, an engine ECU 70, and an idle stop ECU 80. I have.
The intake pressure sensor 61 detects the pressure of intake air downstream of the throttle valve 46, that is, the pressure in the surge tank 42 (hereinafter referred to as intake manifold pressure) Pim, and outputs a detection signal to the engine ECU 70.

  The vehicle speed sensor 62 detects the vehicle speed V based on the rotational speed of the drive shaft and outputs a detection signal to the engine ECU 70. The water temperature sensor 63 detects the temperature of engine cooling water (hereinafter referred to as engine water temperature) Te and outputs a detection signal to the engine ECU 70. The battery SOC sensor 64 detects and detects the voltage of the battery 3 (hereinafter referred to as the battery SOC) that stores electric power supplied to each electric part mounted on the vehicle such as the electric part of the engine 1 and the starter motor 2. A signal is output to engine ECU 70. The brake switch 66 detects that the brake pedal 66A has been operated, and outputs a detection signal to the engine ECU 70.

The first motor temperature sensor 67 detects the temperature Tm1 of the coil 120A (see FIG. 4) of the motor 12 of the electric supercharger 10 and outputs a detection signal to the engine ECU 70. The second motor temperature sensor 68 detects the temperature Tm2 of the bearing portion 124 (see FIG. 4) that supports the rotor 122 (see FIG. 4) of the motor 12 and outputs a detection signal to the engine ECU 70.
The engine ECU 70 inputs predetermined signals from the above-described various sensors and performs predetermined arithmetic processing using a built-in microcomputer to send a drive signal to the fuel injection system such as the injector 39 and the ignition plug 37 (ignition system). Output.

  A starter motor 2, a battery 3, a generator 4 and the like are connected to the idle stop ECU 80. A relay circuit 150 is connected to the starter motor 2. The relay circuit 150 includes a relay coil 152 and a relay switch 154. When the relay coil 152 is energized, the relay switch 154 is turned on, and power is supplied from the battery 3 to the starter motor 2. The engine 1 is started by driving the starter motor 2 with the supplied electric power. The starter motor 2 is driven when the driver operates an ignition key or when the idle stop ECU 80 outputs a start command. In addition, an ignition switch 104 is connected to the engine ECU 70, and when the ignition switch 104 is turned on, the engine ECU 70 outputs a drive signal to the fuel injection system and the ignition system of the engine 1.

The generator 4 is connected to the crankshaft 24 of the engine 1 and generates power using the rotational force of the crankshaft 24. The electric power generated by the generator 4 is supplied to each motor unit and the battery 3. Thereby, each electric part is driven and the battery 3 is charged.
The engine ECU 70 and the idle stop ECU 80 include a calculation unit (hereinafter referred to as a CPU) that performs predetermined calculation processing, and a memory that stores various control programs, calculation maps, data calculated when the control is executed, and the like. . When the idle stop ECU 80 determines that a predetermined automatic stop condition is satisfied when the engine 1 is in an operating state, the idle stop ECU 80 transmits an automatic stop signal to the engine ECU 70. When the engine ECU 70 receives the automatic stop signal, the engine ECU 70 stops the fuel injection system and the ignition system of the engine 1 to stop the operation of the engine 1 (perform idle stop).

On the other hand, the idle stop ECU 80 outputs a start signal to the engine ECU 70 when determining that a predetermined start condition is satisfied when the engine is stopped. When the engine ECU 70 receives the start signal, the engine ECU 70 operates the starter motor 2 and outputs a drive signal to the fuel injection system and the ignition system of the engine 1 to start the engine 1.
Since the vehicle according to the present embodiment includes an automatic transmission as a speed change mechanism, the automatic stop condition includes that the brake pedal 66 is ON, as will be described later. The start condition includes being OFF. However, in the case of a vehicle having a manual transmission as a speed change mechanism, the automatic stop condition may include that the neutral switch is ON, and the start condition may include that the neutral switch is OFF.

FIG. 2 is a perspective view showing the electric supercharger 10. As shown in this figure, the electric supercharger 10 includes a centrifugal compressor 14 and a cylindrical heat sink 13, and further includes the motor 12 described above in the heat sink 13. The electric supercharger 10 is housed in a box 44 together with an air filter 45 (not shown).
The box 44 is a rectangular box-shaped casing, and a pair of boxes divided into an intake manifold 41 side on the front side in the figure and an intake duct 43 side on the back side in the figure are joined in an airtight state. It is comprised by. The compressor 14 is disposed on the intake manifold 41 side of the box 44, and the heat sink 13 and the motor 12 are disposed on the intake duct 43 side of the box 44. The rotation axis of the motor 12 is arranged perpendicular to the front and back surfaces of the box 44 in the drawing.

The compressor 14 includes a housing 141. The housing 141 includes a suction port 141A formed on an extension line of the rotating shaft of the motor 12, an air flow path forming portion 141B that circulates around the suction port 141A with the suction port 141A as a starting end, and a terminal end of the air flow path forming portion 141B. And a blow-out port 141 </ b> C connected to the intake manifold 41.
The air sucked into the box 44 from the intake duct 43 passes between the inner wall of the box 44 and the heat sink 13 and enters the housing 141 from the suction port 141A. Then, the air sucked into the housing 141 is compressed by the compressor 14 in the air flow path in the housing 141 and is sent out to the intake manifold 41 from the outlet 141C.

Here, the heat sink 13 is sucked into the box 44 and radiates heat to the intake air passing between the heat sink 13 and the inner wall of the box 44. Thereby, the motor 12 accommodated in the heat sink 13 and the heat sink 13 is cooled.
FIG. 3 is a perspective view showing the electric supercharger 10, and FIG. 4 is a sectional view taken along the line 4-4 in FIG. As shown in these drawings, the electric supercharger 10 includes a motor 12 accommodated in a heat sink 13. The motor 12 is a DC brushless motor, and includes a stator 120 housed in the heat sink 13, a columnar rotor 122 disposed on the inner peripheral side of the stator 120, and a bearing portion 124 that rotatably supports the rotor 122. And.

  The stator 120 includes a plurality of coils 120A arranged around the axis of the rotor 122, and a base portion 120B formed of silicon steel or the like that supports the plurality of coils 120A. The rotor 122 is a shaft member inserted through the shaft center of the stator 120. One end side in the axial direction of the rotor 122 is inserted and fixed to a cylindrical magnet 122A. The other axial end of the rotor 122 extends from the stator 120 to the compressor 14 side.

  The bearing portion 124 is a cylindrical member, is disposed between the stator 120 and the compressor 14, and extends along the axial direction of the rotor 122. One end portion of the bearing portion 124 in the axial direction is fixed to the stator 120. Further, one end of the rotor 122 in the axial direction is rotatably inserted into the bearing portion 124, and the rotor 122 is rotatably supported by the bearing portion 124.

  The compressor 14 includes a compressor wheel 142 disposed in the housing 141. The compressor wheel 142 is fixed to the other axial end of the rotor 122 and rotates integrally with the rotor 122. Here, when the motor 12 rotates the rotor 122 and the compressor wheel 142, the air sucked into the housing 141 from the suction port 141A is compressed and blown out from the blowout port 141C.

  The motor 12 is provided with the first motor temperature sensor 67 and the second motor temperature sensor 68 described above. The first motor temperature sensor 67 is a temperature sensor such as a thermistor that contacts the coil 120A and detects the temperature of the coil 120A. The second motor temperature sensor 68 is a temperature sensor such as a thermistor that contacts the bearing portion 124 and detects the temperature of the bearing portion 124.

FIG. 5 is a functional block diagram showing the configuration of the idle stop ECU 80. As shown in this figure, the idle stop ECU 80 includes a CPU 81, a memory 82, an input / output port (IO) 83, a counter 84, and the like. The input / output port 83 converts electrical signals from various sensors into signals for digital arithmetic processing.
In the input / output port 83, as an input signal, a signal corresponding to the intake manifold pressure Pim detected by the intake pressure sensor 61, a signal corresponding to the vehicle speed V detected by the vehicle speed sensor 62, and a water temperature sensor 63 are detected. A signal corresponding to the engine coolant temperature Te, a signal corresponding to the battery SOC detected by the battery SOC sensor 64, a signal corresponding to ON / OFF of the brake switch 66, and a coil 120A detected by the first motor temperature sensor 67 And a signal corresponding to the temperature Tm2 of the bearing 124 detected by the second motor temperature sensor 68 are supplied.

  The counter 84 counts a time Ts during which the electric supercharger 10 is operated until the vehicle stops. Here, the counter 84 counts the time during which the supercharging flag is ON in the engine ECU 70 from the time of the first start until the vehicle stops this time. Further, ON / OFF of the supercharging flag is determined based on the determination result by the CPU 81 determining whether the intake manifold pressure Pim is equal to or higher than the atmospheric pressure. That is, the CPU 81 turns on the supercharging flag when the intake manifold pressure Pim is equal to or higher than the atmospheric pressure, and turns off the supercharging flag when the intake manifold pressure Pim is less than the atmospheric pressure.

  The memory 82 has, as automatic stop conditions, a determination value V0 of the vehicle speed V, a determination value Te0 of the engine water temperature Te, a determination value Vsoc0 of the battery SOC, a determination value Tm10 of the temperature Tm1 of the coil 120A, and a determination value of the temperature Tm2 of the bearing 124. The determination value Ts0 of the operating time Ts of the electric supercharger 10 is stored. Here, the determination value V0 of the vehicle speed V is zero. Further, the determination value Te0 of the engine water temperature Te is a maximum value that can be allowed in consideration of overheating of the engine 1 or the like. The determination value Vsoc of the battery SOC is a value higher than the minimum operating voltage of the engine 1 and is a minimum value that can be allowed in consideration of restart of the engine 1. Further, the determination value Tm10 of the temperature Tm1 is the maximum value allowable in consideration of the characteristics of the coil 120A, and the determination value Tm20 of the temperature Tm2 is the maximum value allowable in consideration of the characteristics of the bearing portion 124. Further, the determination value Ts0 of the operation time Ts is a time value at which the temperatures Tm1 and Tm2 may exceed the determination values Tm10 and Tm20 in consideration of the temperature rise characteristics of the coil 120A and the bearing portion 124.

The CPU 81 determines whether or not the automatic stop condition is satisfied based on the signal input to the input / output port 83, the count number of the counter 84, and the determination value stored in the memory 82, or whether the start condition is It is determined whether or not it is established, and an automatic stop signal or a start signal is output to the engine ECU 70 based on the determination result.
FIG. 6 is a flowchart for explaining control by the idle stop ECU 80. As shown in this flowchart, first, in step 100, the CPU 81, from the input / output port 83, outputs a signal corresponding to the vehicle speed V, a signal corresponding to the engine coolant temperature Te, a signal corresponding to the battery SOC, and the brake switch 66. A signal corresponding to the ON / OFF state, a signal corresponding to the temperature Tm1 of the coil 120A, and a signal corresponding to the temperature Tm2 of the bearing portion 124 are input. Further, the operating time Ts of the electric supercharger 10 is input from the counter 84.

Next, in step 101, the CPU 81 determines whether or not the operating time Ts of the electric supercharger 10 is equal to or less than a determination value Ts 0 stored in the memory 82. If the determination is affirmative, the process proceeds to step 102, while if the determination is negative, the process proceeds to step 106.
In step 102, the CPU 81 determines whether or not the temperature Tm1 of the coil 120A is equal to or lower than the determination value Ts0 stored in the memory 82, and the temperature Tm2 of the bearing portion 124 is equal to or lower than the determination value Tm20 stored in the memory 82. It is determined whether or not. If all the determinations are affirmed, the process proceeds to step 103, while if at least one determination is denied, the process proceeds to step 106.

In step 103, the CPU 81 determines whether or not the battery SOC is greater than or equal to a determination value Vsoc stored in the memory 82. If the determination is affirmative, the process proceeds to step 104, while if the determination is negative, the process proceeds to step 106.
In step 104, the CPU 81 turns off the automatic stop prohibition flag. Then, the process proceeds to step 105. On the other hand, in step 106, the CPU 81 turns on the automatic stop prohibition flag and ends the processing routine.

  In step 105, the CPU 81 stores in the memory 82 whether or not the vehicle speed V is equal to or less than a determination value V 0 (that is, 0) stored in the memory 82, whether or not the brake switch 66 is ON, and the engine water temperature Te. It is determined whether or not the determination value Te0 is equal to or less. If all the determinations have been made, the process proceeds to step 107, while if at least one determination is negative, the processing routine is terminated.

In step 107, the CPU 81 outputs an automatic stop signal to the engine ECU 70. Thereby, the engine 1 is automatically stopped. Thus, the processing routine is finished.
Here, the motor 12 is arranged in the intake path of the engine 1 and is cooled by the intake air when the engine 1 is operating. Further, when the motor 12 is electrically driven, the coil 120 </ b> A generates heat, and the rotation of the rotor 122 raises the temperature of the bearing portion 124 and the heat sink 13. The insulating property of the coil 12 decreases due to excessive temperature rise, and the lubricant in the bearing portion 124 deteriorates due to excessive temperature rise. For this reason, when the engine 120 is idle-stopped in a state where the coil 120A, the bearing 124 and the heat sink 13 of the motor 12 are excessively heated, the coil 120A and the bearing 124 are excessively heated without being cooled. Since the temperature is maintained, the performance of the motor 12 is degraded.

  However, in this embodiment, the temperature Tm1 of the coil 120A of the motor 12 and the temperature Tm2 of the bearing portion 124 of the motor 12 as temperature correlation values correlated with the temperature of the electric supercharger 10 are used as temperature correlation value detection units. The first and second motor temperature sensors 67 and 68 detect. Then, the idle stop ECU 80 determines whether or not the detected temperature is equal to or higher than the threshold value, that is, whether or not the temperature of each part of the motor 12 exceeds the allowable level. The idle stop of the engine 1 is prohibited.

  Further, in the present embodiment, the operation time Ts of the electric supercharger 10 as a temperature correlation value that correlates with the temperature of the electric supercharger is used as an intake pressure sensor 61, a CPU 81, and a counter 84 as a temperature correlation value detection unit. To detect. Then, the idle stop ECU 80 determines whether or not the detected operation time Ts is greater than or equal to the threshold value, that is, whether or not the heat generation time of the motor 12 exceeds the allowable level. Prohibits idling stop of the engine 1. Thereby, the idle stop control of the engine 1 can be performed while effectively suppressing the excessive temperature rise of the motor 12 of the electric supercharger 10 cooled by the intake air during operation of the engine 1.

  In the present embodiment, the battery SOC sensor 64 detects the battery SOC. Then, the idle stop ECU 80 determines whether or not the detected battery SOC is greater than or equal to a threshold value, that is, whether or not the battery SOC is greater than or equal to a value having a margin with respect to the minimum operating voltage of the engine 1, When it is less than the value, the engine 1 is prohibited from idling. Thereby, the idle stop control of the engine 1 can be performed while securing the battery SOC necessary for restarting the engine 1.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, in this embodiment, the temperature Tm1 of the coil 120A and the temperature Tm2 of the bearing 124 as temperature correlation values are measured by the first motor temperature sensor 67 and the second motor temperature sensor 68. And Tm1 and Tm2 may be estimated from the measurement result.

DESCRIPTION OF SYMBOLS 1 Engine 2 Starter motor 3 Battery 4 Generator 10 Supercharger 12 Motor 13 Heat sink 14 Compressor 20 Cylinder block part 21 Cylinder 22 Piston 23 Connecting rod 24 Crankshaft 25 Combustion chamber 30 Cylinder head part 31 Intake port 32 Intake valve 33 Variable intake timing Device 34 Exhaust port 35 Exhaust valve 36 Exhaust cam shaft 37 Spark plug 38 Igniter 39 Injector 40 Intake system 41 Intake manifold 42 Surge tank 43 Intake duct 44 Box 45 Air filter 46 Throttle valve 50 Exhaust system 51 Exhaust pipe 52 Catalyst 61 Intake pressure sensor 62 Vehicle speed sensor 63 Water temperature sensor 64 Battery SOC sensor (charge storage amount detection unit)
66 Brake switch 66A Brake pedal 67 1st water temperature sensor (temperature correlation value detection part, coil temperature detection part)
68 Second water temperature sensor (temperature correlation value detection unit, bearing temperature detection unit)
70 Engine ECU
80 Idle stop ECU (Idle stop control unit)
81 CPU (idle stop controller)
82 Memory 83 Input / output port 84 Counter (temperature correlation value detection unit, measurement unit)
104 Ignition Switch 120 Stator 120A Coil 120B Base 122 Rotor 122A Magnet 124 Bearing 141 Housing 141A Suction Port 141B Air Flow Forming Portion 141C Blow Out Port 142 Compressor Wheel 150 Relay Circuit 152 Relay Coil 154 Relay Switch

Claims (5)

A control device for an internal combustion engine comprising an electric supercharger,
An idle stop control unit for automatically stopping the internal combustion engine when an automatic stop condition is satisfied;
A temperature correlation value detection unit for detecting a temperature correlation value correlated with the temperature of the electric supercharger,
The idle stop control unit controls an internal combustion engine with an electric supercharger that controls automatic stop of the internal combustion engine based on the automatic stop condition including the temperature correlation value detected by the temperature correlation value detection unit . The temperature correlation value detection unit includes a measurement unit that measures an operation time of the electric supercharger,
The idle stop control unit controls the automatic stop of the internal combustion engine based on the automatic stop condition including the operation time of the electric supercharger measured by the measurement unit as the temperature correlation value. The control apparatus of the internal combustion engine with an electric supercharger as described. The temperature correlation value detection unit includes a bearing unit temperature detection unit that detects a temperature of a bearing unit that supports a rotation shaft of a compressor provided in the electric supercharger,
The idle stop control unit controls the automatic stop of the internal combustion engine based on the automatic stop condition including the temperature of the bearing unit detected by the bearing unit temperature detection unit as the temperature correlation value. The control device for an internal combustion engine with an electric supercharger according to claim 2. The temperature correlation value detection unit includes a coil temperature detection unit that detects a temperature of a coil of a motor provided in the electric supercharger,
The said idle stop control part controls the automatic stop of the said internal combustion engine based on the said automatic stop condition which contains the temperature of the said coil detected by the said coil temperature detection part as said temperature correlation value. A control device for an internal combustion engine with an electric supercharger. A power storage amount detection unit that detects a power storage amount of a battery that stores electric power supplied to an electric unit provided in the internal combustion engine;
The idle stop control unit controls the automatic stop of the internal combustion engine based on the automatic stop condition including the storage amount of the battery detected by the storage amount detection unit. The control device for an internal combustion engine with an electric supercharger according to claim 1.

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