JP2005083318A - Controller of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of an internal combustion engine capable of warming up a battery effectively using the energy. <P>SOLUTION: The controller of the internal combustion engine is provided with a compressor with an electric motor 2b mounted in a suction passage, the battery 5 to supply power for the electric motor 2b, a heat storage means 9 to collect and store the heat generated with the electric motor 2b and/or the batter 5 via coolant, and heat supply means 12a-12c, 13a-13c, 7 to supply the heat of the heat storage means 9 into the battery 5 at the cold starting of the internal combustion engine 1. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device for an internal combustion engine including a compressor with an electric motor provided on an intake passage and a battery for supplying electric power to the electric motor.

As described in [Patent Document 1], a turbo unit (compressor) with an electric motor is arranged on an intake passage of an engine, and high output (or low fuel consumption) is obtained by supercharging by the turbo unit. Attempts to do so have been known for some time. In such a turbo unit, in addition to supercharging using exhaust energy, it is also possible to forcibly rotate the compressor turbine with an electric motor to obtain a further supercharging effect. The invention described in [Patent Document 1] aims to prevent an increase in the temperature of the electric motor. Specifically, when the temperature inside the motor exceeds a predetermined temperature, the temperature rise is prevented by mixing compressed air with oil and blowing it into the motor.
JP-A-5-256155

  Electric energy is required to drive the electric motor, and a battery is also provided along with the electric motor. The battery also needs to be cooled when it is overheated. On the other hand, the battery generally cannot perform sufficiently if its temperature is low. For this reason, it is possible to obtain better performance by warming up the battery at low temperatures. In other words, when the turbo unit with an electric motor or the battery is hot, it is necessary to reduce the temperature and discard the heat energy, while when the battery is cold, it is necessary to warm it up. Will be wasted. Accordingly, an object of the present invention is to provide a control device for an internal combustion engine capable of warming up a battery by effectively using energy.

  The control apparatus for an internal combustion engine according to claim 1 includes a compressor with an electric motor provided on an intake passage, a battery for supplying electric power to the electric motor, and heat generated by the electric motor and / or the battery via a coolant. And a heat supply means for controlling the operation of the pump and the flow path switching by the flow path switching valve at the time of cold start of the internal combustion engine, and supplying the heat stored in the heat storage means to the battery It is characterized by having.

  According to a second aspect of the present invention, in the control device for an internal combustion engine according to the first aspect of the present invention, the control device for the internal combustion engine further includes a coolant passage connecting the battery / motor and the heat storage means, and the heat supply means is disposed on the coolant passage. The heat storage means is stored by controlling the operation of the pump and the flow path switching by the flow path switching valve at the time of cold start of the internal combustion engine, and the installed pump, the flow path switching valve disposed on the coolant passage It is characterized by having a liquid flow control means for generating a coolant flow for transferring heat to the battery in the coolant passage.

  According to a third aspect of the present invention, in the control device for an internal combustion engine according to the first or second aspect, the compressor is a turbo unit compressor, and the electric motor described above can perform regenerative power generation using exhaust energy. It is said.

  According to a fourth aspect of the present invention, in the control device for an internal combustion engine according to any one of the first to third aspects, an electric motor temperature detecting means for detecting the temperature of the electric motor, and a heat storage temperature for detecting the temperature of the heat storage means. Detecting means, and when the temperature of the electric motor detected by the electric motor temperature detecting means is higher than the temperature of the heat storage means detected by the heat storage temperature detecting means, the heat supply means supplies the heat of the electric motor to the battery. It is characterized by supply.

  According to the control apparatus for an internal combustion engine according to the first aspect, heat generated when the electric motor or the battery is at a high temperature is stored in the heat storage means, and when the battery temperature is low, the battery is warmed by the heat stored in the heat storage means by the heat supply means. To work. By doing in this way, when it is necessary to warm up the battery, it is possible to warm up the battery without generating new energy consumption by using the heat stored in the heat storage means.

  According to the control device for an internal combustion engine according to claim 2, when the battery is warmed up, a cooling liquid flow is generated by which the heat stored in the heat storage means is transmitted to the battery in the cooling liquid passage by the pump and the flow path switching valve. . By thus warming up the battery via the coolant, it is possible to easily supply the battery heat. At the same time, when the electric motor or battery becomes hot, it is cooled with a coolant flow, and the heat recovered at that time can be stored in the heat storage means via the coolant instead of simply throwing it away. .

  According to the control apparatus for an internal combustion engine of the third aspect, the compressor with an electric motor is a turbo unit with an electric motor, and regenerative power generation can be performed with the electric motor using exhaust energy. For this reason, it becomes possible not only to reuse heat generated when the electric motor is driven, but also to reuse heat generated by the electric motor or the battery during regenerative power generation by the electric motor.

  According to the control device for an internal combustion engine according to claim 4, when the temperature of the electric motor is higher than the temperature of the heat storage means, the battery can be effectively warmed up using the heat of the electric motor. It is possible to effectively use the heat generated (generated) without wasting it. Furthermore, when the electric motor has heat, the electric motor is also cooled, so that both warming up of the battery and cooling of the electric motor can be achieved efficiently.

  An embodiment of the control device of the present invention will be described below. An engine 1 having a control device of the present embodiment is shown in FIG. An engine (internal combustion engine) 1 described in the present embodiment is a multi-cylinder engine, but only one cylinder is shown in FIG. 1 as a cross-sectional view. The engine 1 has a turbo unit (supercharger) 2. In the turbo unit 2, a compressor wheel disposed on the intake passage 3 and a turbine wheel disposed on the exhaust passage 4 are connected by the same rotation shaft (hereinafter, this portion is simply referred to as a turbine / compressor 2a). . The turbo unit of this embodiment has a built-in motor (electric motor) 2b so that the rotating shaft serves as an output shaft. That is, the turbo unit 2 of this embodiment is a turbocharger with an electric motor (compressor with an electric motor).

  The turbo unit 2 can function as a normal supercharger that performs supercharging with the energy (exhaust energy) of the exhaust flow, but forcibly drives the turbine / compressor 2a with electric energy supplied from the battery 5. It is possible to carry out further supercharging. Further, the exhaust energy can be used to cause the motor 2b to perform regenerative power generation via the turbine / compressor 2a to recover the electric power. That is, the turbocharger with electric motor of this embodiment can also function as a turbine with generator. For this reason, the motor 2b is sometimes called a motor generator (MG).

  The motor 2b has a rotor fixed to the rotating shaft of the turbine / compressor 2a and a stator disposed around the rotor as main components. The motor 2b has a built-in temperature sensor (motor temperature detecting means) 2c for detecting the internal temperature. The temperature sensor 2c is connected to an electronic control unit (ECU) 7 that controls the entire engine 1, and the ECU 7 monitors the internal temperature of the motor 2b.

  The motor 2 b is connected to a controller 6, and an ECU 7 and a battery 5 are connected to the controller 6. In the motor 2b, the applied electric power and the like are controlled by the ECU 7 and the controller 6, and thereby the rotational speed control, that is, the supercharging pressure control is performed. The controller 6 not only controls the driving of the motor 2b, but also has a function as an inverter that performs voltage conversion of electric power regenerated by the motor 2b. The electric power generated by the regenerative power generation is charged into the battery 5 after voltage conversion by the controller 6. The electric power generated by the regenerative power generation may be consumed directly by the engine 1 or other electrical equipment without being charged in the battery 5. The battery 5 also has a built-in temperature sensor. The battery 5 is connected to the ECU 7, and its voltage and temperature are monitored by the ECU 7.

  The ECU 7 is also connected to a water temperature sensor 8 that detects the temperature of the engine cooling water. The sensors described above are connected to the ECU 7, and the detection results are sent to the ECU 7. The ECU 7 is an electronic control unit including a CPU, a ROM, a RAM, and the like. The ECU 7 is also connected to actuators such as the motor 2b described above, and these are controlled by signals from the ECU 7.

  FIG. 2 schematically shows a coolant path provided to reuse the heat generated by the motor 2b and the battery 5. In FIG. 2, the motor 2b and the battery 5 are the same as those described in FIG. In addition to the motor 2b and the battery 5, a heat accumulator (heat storage means) 9 and a radiator 10 are also arranged on the coolant path. This coolant path is shared with the cooling system of the engine 1 and intersects with the cooling system of the engine 1 in the vicinity of the radiator 10. And between the motor 2b and the battery 5, between the motor 2b and the heat accumulator 9, between the motor 2b and the radiator 10, between the battery 5 and the heat accumulator 9 (two systems), between the battery 5 and the radiator 10, and between the heat accumulator 9 and the radiator 10. Are connected by a coolant pipe 11, and a coolant passage is formed by these coolant pipes 11.

  The coolant pipe 11 between the motor 2b and the battery 5 and the coolant pipe 11 between the motor 2b and the heat accumulator 9 share a part on the motor 2b side, and then store heat with the battery 5 side by the flow path switching valve 12a. Branches to the machine 9 side. The flow path switching valve 12a is arranged at this branch point, and switches the flow path between the motor 2b and the battery 5 and the flow path between the motor 2b and the heat accumulator 9 exclusively (alternatively). Is.

  Similarly, the coolant pipe 11 between the motor 2b and the battery 5 and one of the coolant pipes 11 between the battery 5 and the heat accumulator 9 share a part on the battery 5 side, and then the flow path switching valve. Branched by 12b to the motor 2b side and the regenerator 9 side. The flow path switching valve 12b is arranged at this branch point, and switches the flow path between the battery 5 and the motor 2b and the flow path between the battery 5 and the heat accumulator 9 exclusively (alternatively). Is. Here, the coolant pipe 11 on the motor 2b side is connected to the above-described flow path switching valve 12a.

  Furthermore, the other coolant pipe 11 between the battery 5 and the regenerator 9 and the coolant pipe 11 between the battery 5 and the radiator 10 share a part on the battery 5 side, and then the flow path switching valve 12c. Is branched into the heat storage device 9 side and the radiator 10 side. The flow path switching valve 12c is arranged at this branch point, and switches the flow path between the battery 5 and the heat accumulator 9 and the flow path between the battery 5 and the radiator 10 exclusively (alternatively). Is. The flow path switching valves 12 a to 12 c are connected to the ECU 7, and the switching operation is controlled by the ECU 7. Further, the switching drive of each flow path switching valve 12 a to 12 c is performed by electric power supplied from the battery 5.

  And the pump 13a is attached to the heat storage unit 9 side of the coolant pipe 11 between the motor 2b and the heat storage unit 9. A pump 13b is attached to one of the coolant pipes 11 (flow path switching valve 12b side) between the battery 5 and the heat accumulator 9 on the heat accumulator 9 side. A pump 13 c is attached to the battery 5 side of the other coolant pipe 11 (flow path switching valve 12 c side) between the battery 5 and the heat accumulator 9. These pumps 13 a to 13 c are for generating a coolant flow inside the coolant pipe 11. The pumps 13a to 13c are also connected to the ECU 7, and the operation is controlled by the ECU 7. Each pump 13 a to 13 c is driven by the power of the battery 5.

  Each of the pumps 13a to 13c is disposed at the end of the cooling liquid pipe 11, but it is determined whether the cooling liquid is discharged from the cooling liquid pipe 11 or whether the cooling liquid is sucked from the cooling liquid pipe 11. It can be alternatively executed. Whether the coolant is discharged to the coolant pipe 11 or the coolant is sucked is controlled by the ECU 7. In addition, the pumps 13a to 13c are only driven by the coolant flow in the coolant pipe 11 if they are not driven at all. Since the coolant path is configured as described above, the circulation mode of the coolant flow can be controlled by controlling the flow path switching valves 12a to 12c and the pumps 13a to 13c by the ECU 7. That is, the ECU 7 functions as a liquid flow control means. These flow path switching valves 12a to 12c, pumps 13a to 13c, ECU 7, and the like constitute a heat supply means.

  The coolant pipe 11 is connected so that heat can be effectively exchanged in each part of the motor 2b, the battery 5, the heat accumulator 9, and the radiator 10. The heat accumulator 9 has a heat accumulating agent inside and is surrounded by a heat insulating material. The heat accumulator 9 incorporates a temperature sensor (heat accumulator temperature detection means), and this temperature sensor is connected to the ECU 7. The radiator 10 is shared with the radiator used for cooling the engine 1 as described above, and cools the coolant that passes through the interior by air cooling using traveling wind or the like.

  Next, each circulation mode of the coolant using the coolant path shown in FIG. 2 described above will be described. First, the circulation mode indicated by the arrow ST in FIG. 2 is the “normal mode (ST)”. In this mode, the flow path switching valves 12b and 12c are not particularly controlled, and the previous stage state is maintained. The pumps 13b and 13c are stopped. In this mode, the heat generated by the motor 2b is stored in the heat accumulator 9, and the radiator 10 is used to radiate the heat that cannot be stored.

  The “battery cooling mode (CB)” is performed when the battery 5 that needs to be cooled is charged. When the battery cooling mode is executed, a circulation mode indicated by an arrow CB is also generated in addition to the circulation mode indicated by an arrow ST in FIG. The coolant flow on the side of the arrow CB is generated by the pump 13b, and the pump 13c is in a rotating state. In this mode, the heat generated in the battery 5 being charged is deprived by the coolant cooled by the radiator 10 by the coolant flow on the arrow CB side, and the deprived heat is stored in the regenerator 9. On the other hand, the motor 2b that generates heat during regenerative power generation is cooled by the coolant flow on the arrow ST side. Note that the heat taken by the coolant from the motor 2 b can be stored in the heat accumulator 9.

  The “cold start mode (CS)” is performed when the engine 1 is cold started and when the temperature of the battery 5 is low and the battery 5 needs to be warmed up. When the cold start mode is executed, in addition to the circulation mode indicated by the arrow ST in FIG. 2 described above, a circulation mode indicated by the arrow CS is also generated. The coolant flow on the arrow CS side is generated by the pump 13c, and the pump 13b is in a rotating state. In this mode, the heat stored in the heat accumulator 9 is applied to the battery 5 by the coolant flow on the arrow CS side, and the battery 5 is warmed up.

  On the other hand, heat generated by the supercharged motor 2b is stored in the heat accumulator 9 by the coolant flow on the arrow ST side. In this embodiment, the startability is improved by performing supercharging using the motor 2b during cold start. By performing supercharging, the intake air temperature is increased to improve fuel atomization and ignitability. In this cold start mode, in order to collect the heat generated by the motor 2b due to supercharging of the motor 2b and store it in the heat accumulator 9, the coolant flow on the arrow ST side is used.

  Note that the coolant flow on the arrow CS side may be generated not in the counterclockwise direction in FIG. 2 but in the clockwise direction. However, since it is considered that the battery warm-up mode 1 (the flow of HC in the figure) described later often shifts after the cold start mode, the battery warm-up mode 1 and the battery warm-up mode 1 A counterclockwise direction in which the coolant flow is generated in the same direction is preferable. Further, this mode has less heat loss than the battery warm-up mode 2 described later.

  After the cold start mode that is executed at the time of the cold start described above, normally, the battery transitions to one of the following battery warm-up modes 1 and 2 (battery cooling mode and normal mode may be set). Although described in detail later, the cold start mode ends when the temperature of the coolant in the coolant pipe 11 (= cooling water temperature of the engine 1) Tw exceeds a predetermined temperature T1. The predetermined temperature T1 is set as a temperature at which the coolant can be regarded as being warmed to some extent. The difference between the battery warm-up modes 1 and 2 is whether or not the heat of the motor 2b can be effectively used to warm the battery 5 (that is, whether or not the temperature of the motor 2b is high enough to be used). .

  First, “battery warm-up mode 1 (HC)” executed when the temperature Tm of the motor 2b is not so high (= the temperature Tc of the heat accumulator 9 is higher than the temperature Tm of the motor 2b) will be described. . When the battery warm-up mode 1 is executed, the circulation mode indicated by the arrow HC in FIG. 2 described above is generated. The coolant flow indicated by the arrow HC is generated by the pump 13b, and the pump 13c enters a rotating state. In this mode, the battery 5 is warmed up by the temperature of the coolant itself (at this time, the coolant serves as a medium for transmitting the temperature). As described above, since the battery warm-up mode 1 is executed after the cold start mode, the temperature of the coolant reaches a temperature exceeding the above-described predetermined temperature T1, and therefore the battery 5 is heated by the heat of the coolant. Can be warmed up.

  If heat is stored in the heat accumulator 9, this can also be used. However, if the heat stored in the heat accumulator 9 has already been used, the battery 5 is warmed only by the heat of the coolant. Be machined. Also in this mode, the circulation mode indicated by the arrow ST in FIG. 2 is generated. At this time, the motor 2b is cooled by the coolant flow indicated by the arrow ST. In this mode, the heat generated by the motor 2b is not actively used. For this reason, the heat generated by the motor 2b cannot be used at all, and it is not preferable that the temperature of the motor 2b rises. Therefore, in this mode, the motor 2b is cooled by the coolant flow indicated by the arrow ST.

  Next, “battery warm-up mode 2 (HA)” when the heat of the motor 2b can be effectively used will be described. The battery warm-up mode 2 is executed when the temperature Tm of the motor 2b is sufficiently high (= the temperature Tm of the motor 2b is higher than the temperature Tc of the regenerator 9). When the battery warm-up mode 2 is executed, the circulation mode indicated by the arrow HA in FIG. 2 described above is generated. At this time, as can be seen from the fact that the flow path switching valve 12a communicates between the motor 2b and the battery 5, the coolant flow indicated by the arrow ST in FIG. 2 cannot be generated.

  The coolant flow indicated by arrow HA is generated by pump 13c. In this mode, the heat generated by the motor 2b is applied to the battery 5 by the coolant flow indicated by the arrow HA, and the battery 5 is warmed up. The coolant flow discharged from the battery 5 can be cooled by the radiator 10 because the engine 1 and the cooling system are shared. If the temperature of the coolant at the time of discharge from the battery 5 is lower than the normal engine coolant temperature (usually about 80 degrees), the coolant may be warmed through the shared radiator 10. In this mode, since the battery 5 is directly warmed up by the heat of the motor 2b, there is little loss, and the battery 5 can be warmed up earlier than the battery warm-up mode 1 described above.

  Hereinafter, control for setting each mode described above will be described based on the flowchart shown in FIG. The control of the flowchart shown in FIG. 3 is repeatedly executed every predetermined time after the ignition is turned on. First, the engine water temperature Tw is detected by the water temperature sensor 8, and it is determined whether or not the engine water temperature Tw exceeds a predetermined temperature T1 (step 300). As described above, the cooling water (cooling liquid) used for the cooling system of the engine 1 and the cooling liquid in the cooling liquid path shown in FIG. 2 are shared. Here, in order to determine whether or not the engine 1 has been warmed up to some extent, it is detected as the engine water temperature Tw in the engine block.

  If the engine water temperature Tw does not exceed the predetermined temperature T1 and step 300 is negative, it is determined that the engine is cold start or just after cold start, and the cold start mode is set (step 305). After step 305, the control of the flowchart of FIG. On the other hand, when step 300 is affirmed, it is subsequently determined whether or not the motor 2b is performing regenerative power generation (step 310). Whether the motor 2b is generating regenerative power can be detected by the ECU 7 and the controller 6 that control the motor 2b.

  Note that whether or not the motor 2b is performing regenerative power generation is performed instead of detecting whether or not the battery 5 is being charged. In step 310, the controller 6 may directly detect whether or not the battery 5 is being charged. If the motor 2b is performing regenerative power generation and step 310 is positive, it is determined that the battery is generating heat due to charging and the battery 5 needs to be cooled, and the battery cooling mode is set ( Step 315). Although the motor 2b can also generate heat by regenerative power generation, as described above, the motor 2b is also cooled in the battery cooling mode. After step 315, the control of the flowchart of FIG.

  When step 310 is affirmed, the temperature Tb of the battery 5 is subsequently detected, and it is determined whether or not the battery temperature Tb exceeds a predetermined temperature T2 (step 320). As for the temperature Tb of the battery 5, the ECU 7 detects the value of the temperature sensor built in the battery 5 as described above. If battery temperature Tb exceeds predetermined temperature T2 and step 320 is positive, it is determined that warming up of battery 5 is not necessary, and the normal mode is set (step 325). After step 305, the control of the flowchart of FIG.

  On the other hand, if step 320 is negative, it can be determined that the battery 5 needs to be warmed up. In this case, first, the temperature Tc of the heat accumulator 9 and the temperature Tm of the motor 2b are detected, and it is determined whether or not the temperature Tc of the heat accumulator 9 exceeds the temperature Tm of the motor 2b (step 330). The temperature Tb of the heat accumulator 9 is detected by the ECU 7 as a value of a temperature sensor built in the heat accumulator 9. The temperature Tm of the motor 2b is detected by the ECU 7 from the value of the temperature sensor 2c built in the motor 2b. If the temperature Tc of the regenerator 9 exceeds the temperature Tm of the motor 2b and step 330 is positive, the warm-up of the battery 5 is the temperature of the coolant already warmed to some extent by the warm-up of the engine 1. Battery warm-up mode 1 is set for use (step 335).

  If the temperature Tc of the regenerator 9 does not exceed the temperature Tm of the motor 2b and step 330 is negative, the battery 5 is warmed up by effectively using the heat generated by the motor 2b. Warm-up mode 2 is set (step 340). After steps 335 and 340, the control of the flowchart of FIG. In this way, the coolant circulation mode in the coolant path in FIG. 2 is set to one of the modes described above.

  Next, control for switching the flow path switching valves 12a to 12c and driving the pumps 13a to 13c in accordance with the set mode will be described based on the flowchart shown in FIG. First, it is determined whether or not the mode set in the control of the flowchart of FIG. 3 is the battery warm-up mode 2 (step 400). If step 400 is affirmed, the flow path switching valve 12a is on the battery 5 side, the flow path switching valve 12b is on the motor 2b side, and the flow path switching valve is generated to generate the coolant flow HA in FIG. 12c is switched to the radiator 10 side, and the pump 13c is driven to discharge the coolant to the valve 12c side (step 405). The pumps 13b and 13c are stopped.

  On the other hand, if step 400 is negative, the flow path switching valve 12a is switched to the heat accumulator 9 side in order to generate the coolant flow ST in FIG. 2 described above, and the pump 13a is connected to the coolant from the valve 12a side. Is driven (step 415). In all modes other than the battery warm-up mode 1, since the coolant flow ST is generated, the valve switching and the pump control are performed in this step. At this time, the pumps 13b and 13c are stopped.

  After step 410, it is determined whether the set mode is the battery cooling mode (step 415). When step 415 is affirmed, in order to generate the cooling liquid flow CB in addition to the cooling liquid flow ST in FIG. 2 described above, the flow path switching valve 12b is on the heat accumulator 9 side, and the flow path switching valve 12c is the radiator. The pump 13b is driven to suck the coolant from the valve 12b side (step 420). The flow path switching valve 12a remains switched to the heat accumulator 9 side in step 410, the pump 13a is maintained in the state driven in step 410, and the pump 13c is stopped.

  On the other hand, if step 415 is negative, it is next determined whether or not the set mode is the cold start mode (step 425). When step 425 is affirmed, in order to generate the cooling liquid flow CS in addition to the cooling liquid flow ST in FIG. 2 described above, the flow path switching valve 12b is on the heat accumulator 9 side, and the flow path switching valve 12c is the heat storage. While being switched to the machine 9 side, the pump 13c is driven so as to discharge the coolant to the valve 12c side (step 430). Note that the flow path switching valve 12a remains switched to the heat accumulator 9 side in step 410, the pump 13a is kept driven in step 410, and the pump 13b is stopped.

  If step 425 is negative, the mode is either the battery warm-up mode 1 or the normal mode, so if the pump 13c that does not need to be driven at that time is being driven, the drive is stopped (step 435). ). After step 435, it is determined whether the set mode is battery warm-up mode 1 (step 440). When step 440 is affirmed, in order to generate the cooling liquid flow HC in addition to the cooling liquid flow ST in FIG. 2 described above, the flow path switching valve 12b is on the heat storage device 9 side, and the flow path switching valve 12c is the radiator. The pump 13b is driven to discharge the coolant to the valve 12b side (step 445). The flow path switching valve 12a remains switched to the heat accumulator 9 side in step 410, the pump 13a is maintained in the driven state in step 410, and the pump 13c is also stopped in step 435.

  If step 440 is negative, the set mode is the normal mode, and if the pump 13b that does not need to be driven is driven, the drive is stopped (step 450). Note that the coolant flow ST in the normal mode is formed in step 410 as described above. After steps 405, 420, 430, 445, and 450, the control of the flowchart of FIG. By such pump / valve control, the coolant flow in each mode described above is generated, whereby the battery 5 can be warmed up and the motor 2b can be cooled efficiently. In addition, the heat stored in the heat accumulator 9 is effectively used for warming up the battery 5, and the heat generated by the battery 5 and the motor 2b is efficiently stored in the heat accumulator 9 for the next warming up of the battery 5. Heat is stored.

  The present invention is not limited to the embodiment described above. For example, the coolant path is not limited to that of the above-described embodiment. In the above-described embodiment, five coolant circulation modes are set. However, such a mode is not necessarily set. Even when a plurality of modes are set, the present invention is not limited to the embodiment described above.

It is a block diagram which shows the structure of the internal combustion engine (engine) which has one Embodiment of the control apparatus of this invention. It is explanatory drawing which shows typically the cooling fluid path | route in embodiment of FIG. It is a flowchart which shows the control which sets the circulation mode of a cooling fluid. It is a flowchart which shows pump / valve control.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Turbo unit, 2a ... Turbine / compressor, 2b ... Motor (electric motor), 2c ... Temperature sensor (electric motor temperature detection means), 3 ... Intake passage, 4 ... Exhaust passage, 5 ... Battery, 6 ... Controller , 7 ... ECU (liquid flow control means: heat supply means), 8 ... water temperature sensor, 9 ... heat accumulator (heat storage means), 10 ... radiator, 11 ... cooling liquid pipe (cooling liquid passage), 12a-12c ... flow path Switching valve (heat supply means), 13a to 13c... Pump (heat supply means).

Claims (4)

A control device for an internal combustion engine comprising a compressor with an electric motor provided on an intake passage and a battery for supplying electric power to the electric motor,
Heat storage means for recovering and storing heat generated by the electric motor and / or the battery via a coolant;
A control device for an internal combustion engine, comprising: heat supply means for supplying heat stored in the heat storage means to the battery at a cold start of the internal combustion engine. Further comprising a coolant passage connecting the battery, the electric motor and the heat storage means,
The heat supply means includes a pump disposed on the coolant passage, a flow path switching valve disposed on the coolant path, operation of the pump, and flow path switching by the flow path switching valve. 2. A liquid flow control unit configured to control and generate a coolant flow in the coolant passage that transmits heat stored in the heat storage unit to the battery. The control apparatus of the internal combustion engine described in 1.   3. The control device for an internal combustion engine according to claim 1, wherein the compressor is a turbo unit compressor, and the electric motor can perform regenerative power generation using exhaust energy. Electric motor temperature detecting means for detecting the temperature of the electric motor, and heat storage temperature detecting means for detecting the temperature of the heat storage means,
When the temperature of the electric motor detected by the electric motor temperature detection means is higher than the temperature of the heat storage means detected by the heat storage temperature detection means, the heat supply means supplies the heat of the electric motor to the battery. The control device for an internal combustion engine according to any one of claims 1 to 3, wherein

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