JP5280392B2 - Internal combustion engine control device - Google Patents

Description

  The present invention relates to an internal combustion engine controller for controlling an engine (internal combustion engine) in which an electric supercharger driven by an electric motor is provided on an intake passage.

  Conventionally, a technology for improving the fuel efficiency of an automobile by reducing the exhaust amount (downsizing) of an internal combustion engine is known, but in order to avoid a decrease in engine output due to downsizing, an engine provided in a supercharger is used. A technique for supplementing the output is generally applied.

  In addition, as a supercharger, a compressor wheel (hereinafter simply referred to as “compressor”) is provided on an intake passage in order to send compressed air to an internal combustion engine. An electric supercharger that drives a compressor is known.

  However, since a large amount of electric power is consumed when driving the compressor of the electric supercharger, the voltage of the vehicle power supply (battery) may be greatly reduced to adversely affect other on-vehicle electric devices.

  Specifically, when the driving current 300A of the motor is multiplied by the resistance component 10mΩ such as the battery internal resistance, the voltage drop becomes 3V, so the original power supply voltage 13V becomes about 10V due to the voltage drop, and the power supply voltage is A power failure occurs when the voltage falls below the minimum operating voltage of 10.5V for general in-vehicle electrical equipment.

  Therefore, the power supply system of the vehicle is divided into a power supply system in which the battery and the electric supercharger are connected, and a power supply system in which the generator and the in-vehicle electric device are connected, and a relay is provided between the two power supply systems. When connecting and driving an electric supercharger, a technique has been proposed in which a relay is turned off so that a voltage drop does not adversely affect other in-vehicle electric devices (see, for example, Patent Document 1).

  In addition, the power supply system of the vehicle is divided into a power supply system in which a battery, an electric supercharger, and a generator are connected, and a power supply system in which an in-vehicle electric device that is greatly affected by a voltage drop is connected. When the electric supercharger is driven by connecting the two with a DC-DC converter, the DC-DC converter is operated to compensate for the power supply voltage required by the in-vehicle electrical equipment having a large voltage drop effect. It has been proposed (see, for example, Patent Document 2).

Japanese Patent Laid-Open No. 5-98987 JP-A-6-288243

In the conventional internal combustion engine control device, in the technology described in Patent Document 1, power is supplied from the generator to the in-vehicle electric device when the electric supercharger is driven. However, it is difficult to supply the required power amount only by the generator. In addition, since a relay is required for the power supply circuit, there is a problem that the circuit configuration is complicated and relay driving power is also required.
Similarly, the technique described in Patent Document 2 requires a DC-DC converter in the power supply circuit, which complicates the circuit configuration and provides driving power to the DC-DC converter when power is supplied to the electric supercharger. There was also a problem that it was necessary.

  The present invention has been made in order to solve the above-described problems. By supplying the electric power for driving the electric supercharger from the generator mounted on the vehicle, the electric overload can be stably performed. It is an object of the present invention to provide an internal combustion engine control device that can drive a charger and that does not require a special power supply circuit for supplying power to the electric supercharger and that has a simplified circuit configuration.

An internal combustion engine control device according to the present invention is an internal combustion engine control device including an electronic control unit for controlling an internal combustion engine mounted on a vehicle, and an electric supercharger provided on an intake passage of the internal combustion engine; Electric supercharger control unit for controlling the electric supercharger, a generator connected to the crankshaft of the internal combustion engine, a power storage device for storing the generated power of the generator, and power generation for detecting the generated power of the generator And an electric supercharger, wherein the electric supercharger compresses the intake air in the intake passage to supercharge the internal combustion engine, and a rotation for driving the compressor And an electric motor connected to the compressor via the rotating shaft, and the electronic control unit is configured to generate electric power necessary for the electric motor when the compressor is driven by the electric supercharger control unit. The assumption that supplied from the generator supply power amount supplied to the electric supercharger, in order to prevent the occurrence of power shortage area falls below the required power amount required by the motor-driven supercharger, in the generator of In consideration of the power generation delay time constant calculated from the inductance component, the field current of the generator after the supercharging start by the electric supercharger is controlled so that the supplied power generation amount exceeds the required power amount .

According to this invention, when electric power is required for the electric supercharger, by supplying power from the generator to the electric supercharger, even when the electric supercharger consumes a large amount of power when driving the compressor, Power can be supplied stably.
In addition, by supplying power from the generator to the electric supercharger, there is no need to install a special power supply device for driving the electric supercharger, and the number of parts and space saving can be realized. .

1 is a block configuration diagram schematically showing an internal combustion engine control apparatus according to Embodiment 1 of the present invention together with engine peripheral elements. FIG. It is a block diagram which shows the structure of the power supply system applied in Embodiment 1 of this invention. It is a flowchart which shows the operation | movement by Embodiment 1 of this invention. It is a timing chart for demonstrating the specific operation | movement by Embodiment 1 of this invention.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described below with reference to the drawings.
FIG. 1 is a block diagram schematically showing an internal combustion engine control apparatus according to Embodiment 1 of the present invention together with engine peripheral elements.
In FIG. 1, the ECU 20 constitutes an internal combustion engine control device together with the electric supercharger 5, the electric supercharger control unit 19, the battery 22, the generator 23 and various sensors.

  The internal combustion engine 1 is a four-cylinder gasoline engine. By supercharging the intake air into the cylinder portion 2 using the electric supercharger 5, high output is achieved and the internal combustion engine 1 has a low displacement. It consists of a structure that realizes low fuel consumption by (downsizing).

  In addition, there is no restriction | limiting in the number of cylinders of the internal combustion engine 1 applied. Further, the combustion system of the internal combustion engine 1 is not limited, and may be applied to a direct injection engine that directly injects fuel into the cylinder portion 2, or a port that injects fuel into the intake manifold 17 on the downstream side of the throttle valve 11. It may be applied to an injection engine.

  An electric control unit (hereinafter referred to as “ECU”) 20 that is a main part of the internal combustion engine control device includes an electric supercharger control unit 19 that controls the electric motor 9 of the electric supercharger 5, and an in-vehicle electric vehicle other than the electric motor 9. A battery 22 (power storage device) that drives the device 30 and a generator 23 that is connected to the crankshaft (output shaft) 1a of the internal combustion engine 1 via a belt 24 and charges the battery 22 are connected. A power meter 31 that detects load power is connected to the in-vehicle electrical device 30.

  The ECU 20 is an electric supercharger control unit that controls the electric supercharger control unit 19 in addition to the internal combustion engine control unit that controls the various actuators 12 and 14 (and injectors and igniters not shown here) of the internal combustion engine 1. And a generator control unit that controls the generator 23.

  The ECU 20 includes various sensors (throttle valve position sensor 13, supercharging pressure sensor 16, air flow sensor 25, intake air temperature sensor 26, supercharging temperature sensor 27, intake manifold pressure sensor 28, wastegate valve sensor 29, power meter 31). On the basis of the detected information, the throttle valve actuator 12 and the waste gate valve actuator 14 are controlled to drive the throttle valve 11 and the waste gate valve 15, and the electric supercharger control unit 19 and the generator 23 are controlled.

An intake passage 3 and an exhaust passage 4 are connected to the cylinder portion 2 of the internal combustion engine 1. An electric supercharger 5 is provided between the intake passage 3 and the exhaust passage 4.
The electric supercharger 5 includes a turbine wheel (hereinafter simply referred to as “turbine”) 6 that is rotated by exhaust gas generated in each cylinder of the cylinder portion 2, a rotating shaft 7 that is connected to the turbine 6, and a rotating shaft 7. The compressor 8 is connected and disposed in the intake passage 3, and an electric motor 9 that rotationally drives the rotary shaft 7.

The compressor 8 of the electric supercharger 5 is coaxially connected to the turbine 6 and the electric motor 9 via the rotary shaft 7, compresses the intake air by the rotational force of the turbine 6 or the electric motor 9, and supplies it to the cylinder unit 2 side. That is, the electric supercharger 5 is configured to supercharge the exhaust gas generated in the cylinder portion 2 or the intake air sucked into the cylinder portion 2 through the intake passage 3 by the rotational drive of the electric motor 9. Yes.

  Basically, the electric supercharger 5 performs a supercharging operation by the rotational drive of the electric motor 9 when the internal combustion engine 1 is rotating at a low speed, and the turbine 6 using exhaust gas when the internal combustion engine 1 is at a high speed. However, regardless of the rotational speed of the internal combustion engine 1, the supercharging operation by the rotational driving of the electric motor 9 and the supercharging operation by the exhaust gas energy may be superimposed.

  Further, as shown in FIG. 1, the electric supercharger 5 is not constituted by an electric assist turbocharger in which the electric motor 9 is attached to the turbocharger on the exhaust passage 4 side, and a compressor 8 disposed on the intake passage 3. An electric compressor that drives only by the electric motor 9 may be used.

An intake air passage 3 downstream of the compressor 8 is provided with an intercooler (I / C) 10 that cools intake air. Further, a downstream side of the intercooler 10 is a flow rate of intake air flowing through the intake passage 3. A throttle valve 11 is provided for adjusting the pressure.
A throttle valve actuator 12 that opens and closes the throttle valve 11 and a throttle valve position sensor 13 that detects the actual opening of the throttle valve are attached to the throttle valve 11.

In addition, an intake manifold 17 is formed in the intake passage 3 on the downstream side of the throttle valve 11 to branch into the cylinder portion 2 in accordance with each cylinder and to intake air into the cylinder portion 2.
On the other hand, on the exhaust side of the cylinder portion 2 (upstream side of the exhaust passage 4), an exhaust manifold 18 that is individually branched according to each cylinder of the cylinder portion 2 is formed.

  Further, a waste gate valve 15 that opens and closes the bypass 21 and a waste gate valve actuator 14 that opens and closes the waste gate valve 15 are attached to the exhaust passage 4.

Next, in FIG. 1, the flow until the intake air taken into the intake passage 3 of the internal combustion engine 1 is discharged from the exhaust passage 4 will be described.
First, the intake air taken into the intake passage 3 from the atmosphere is compressed by the rotation of the compressor 8 of the electric supercharger 5 after dust is removed by an air cleaner (not shown).

Subsequently, since the intake air compressed by the compressor 8 rises in temperature and expands due to an increase in pressure, the intake air is cooled by the intercooler 10 in order to improve the intake charging efficiency of the internal combustion engine 1.
The flow rate of the intake air thus cooled is adjusted in accordance with the opening degree of the throttle valve 11 driven by the throttle valve actuator 12, and in the case of a port injection engine, fuel is mixed into each cylinder of the cylinder portion 2. Inhaled.

Next, the air-fuel mixture sucked into the cylinder part 2 explodes and burns by ignition by driving an igniter (not shown), and pushes down a piston (not shown) in the cylinder part 2.
Finally, the vertical motion of the piston is converted into rotational motion by a crank (not shown), and transmitted as power for propelling the vehicle from the crankshaft 1a.

On the other hand, the crankshaft 1 a is connected to a generator 23 via a belt 24, and the generator 23 receives power from the crankshaft 1 a via the belt 24 to generate power.
The electric power generated by the generator 23 is charged in the battery 22 to supply electric power to in-vehicle devices (ECU 20, the electric supercharger 5, the in-vehicle electric device 30, etc.) that require electric power.

In the cylinder portion 2, exhaust gas generated by combustion is discharged to the exhaust passage 4 through the exhaust manifold 18.
When the wastegate valve 15 is closed, the exhaust gas discharged into the exhaust passage 4 rotates the turbine 6 through the turbine 6 of the electric supercharger 5 and the wastegate valve 15 is open. Is led to the bypass 21.
The exhaust gas that has rotated the turbine 6 and the exhaust gas that has passed through the bypass 21 merge, and then are purified by a muffler (not shown) integrated with an exhaust gas purification catalyst and the like, and are discharged into the atmosphere.

  When the operation state of the internal combustion engine 1 is not supercharged and the turbine 6 is rotated to some extent by the exhaust gas, the electric supercharger control unit 19 uses the electric supercharger 5 as a generator. The battery 22 may be charged with regenerative electric power by regenerating the assist energy by the electric motor 9 and the driving energy of the turbine 6 by the exhaust gas.

  The ECU 20 includes a throttle valve actuator 12, a throttle valve position sensor 13, a supercharging pressure sensor 16, a wastegate valve actuator 14, an electric supercharger control unit 19, a battery 22, a generator 23, an air flow sensor 25, and an intake air temperature sensor. 26, a supercharging temperature sensor 27, an intake manifold pressure sensor 28, a wastegate valve sensor 29, and a power meter 31 are connected.

  The ECU 20 includes a state of charge (SOC) from the battery 22, a power generation amount from the generator 23, a supercharging pressure from the supercharging pressure sensor 16, an intake air flow rate from the airflow sensor 25, Intake air temperature from the intake air temperature sensor 26, supercharging temperature from the supercharging temperature sensor 27, intake manifold pressure from the intake manifold pressure sensor 28, throttle valve opening from the throttle valve position sensor 13, and power meter 31 Calculation processing is performed using the load power as input information.

  The ECU 20 controls driving of the internal combustion engine 1, the electric supercharger control unit 19 and the generator 23 based on the calculation processing result, and controls the throttle valve 11 and the wastegate valve with respect to the throttle valve actuator 12 and the wastegate valve actuator 14. 15 opening control commands are output.

Next, a device capable of power consumption, power generation, and power storage will be mainly described with reference to FIG.
FIG. 2 is an explanatory diagram schematically showing the power supply system in FIG.
In FIG. 2, the in-vehicle electrical device 30 consumes electric power, the generator 23 generates electric power during operation of the internal combustion engine 1, and the electric supercharger 5 consumes electric power and can generate electric power.
The battery 22 stores the generated power from the generator 23 and supplies power to the in-vehicle electrical device 30 when the in-vehicle electrical device 30 requires power.

The generator 23, the battery 22, the in-vehicle electric device 30 and the electric supercharger control unit 19 all share the same power supply line.
The internal combustion engine 1, the generator 23 and the electric supercharger control unit 19 can all be controlled by the ECU 20, detect the load power of the in-vehicle electric device 30 via the power meter 31, and charge the battery 22. The quantity state (SOC) can also be monitored.

In the conventional apparatus, when the electric supercharger 5 is added to the internal combustion engine 1, it is common to add an extra power supply circuit individually for driving the electric supercharger 5 that consumes a large amount of power. .
However, according to the first embodiment of the present invention (FIGS. 1 and 2), since the electric supercharger 5 is simply installed in addition to the conventional apparatus that does not include the electric supercharger 5, Even if the electric supercharger 5 is added, the number of parts can be reduced to save space.

Next, the power supply operation to the electric motor 9 at the time of electric supercharging by the ECU 20 and the electric supercharger control unit 19 will be described with reference to the flowchart of FIG.
In FIG. 3, first, the ECU 20 calculates a target torque of the internal combustion engine 1 based on a throttle opening signal corresponding to the accelerator operation of the vehicle driver, and calculates a target boost pressure command from the target torque (step S101). ).

  Subsequently, the required supercharging pressure is calculated based on the value of the target supercharging pressure command, and the supercharging pressure that can be supplied by the exhaust gas of the internal combustion engine 1 is subtracted from the necessary supercharging pressure, whereby the electric supercharger 5 is calculated (step S102).

Next, based on the required assist power calculated in step S102, the presence / absence of the required assist power by the electric motor 9 is determined (step S103).
If it is determined in step S103 that the required assist power by the motor 9 is equal to or less than 0 (ie, NO), the motor assist is unnecessary and the processing routine of FIG.

On the other hand, if it is determined in step S103 that the required assist power by the motor 9 is greater than 0 (that is, YES), the motor assist is necessary, and the process proceeds to step S104 and subsequent steps.
First, the time constant is calculated from the inductance component of the rotor coil inside the generator 23, and the power generation delay and the amount of power generated by the motor 9 are calculated (step S104).

  Subsequently, based on the power generation delay and the power generation amount of the generator 23 calculated in step S104, the power generation amount considering the power generation delay is calculated, and the power generation amount considering the power generation delay exceeds the required power of the electric motor 9. Power generation control of the generator 23 is performed via the electric supercharger control unit 19 (step S105), and the processing routine of FIG.

  As described above, the ECU 20 and the electric supercharger control unit 19 control the electric supercharger 5 and the generator 23, so that the electric power necessary for supercharging the electric supercharger 5 is generated by the generated power of the generator 23. Can be supplied without shortage.

  In addition, when the electric load of the other on-vehicle electric device 30 detected by the power meter 31 is large, the electric load is added to the necessary electric power of the electric motor 9 to generate power, thereby supercharging the electric supercharger 5. Necessary power required for assist and power required for the other in-vehicle electrical devices 30 can be supplied without shortage at the same time.

Further, when the electric supercharger 5 needs electric power exceeding the electric power generated by the generator 23 in consideration of the power generation delay, the electric power stored in the battery 22 may be used.
In this case, troubles such as sulfation of the battery 22 can be prevented by using the electric power of the electric supercharger 5 according to the state of charge (SOC) of the battery 22.

Next, the power behavior by the processing operation of FIG. 3 will be described in more detail with reference to FIG.
FIG. 4 is a timing chart showing a specific operation when power is supplied from the generator 23 to the electric supercharger 5, and shows the behavior when it is determined that the electric supercharger 5 needs to be assisted by the electric motor 9. Show.

In FIG. 4, when the internal combustion engine 1 is driven in a certain operation pattern and it is determined that assistance by the electric motor 9 of the electric supercharger 5 is necessary, electric power exceeding the required electric power (see solid line) of the electric supercharger 5 is generated. Need to be generated from the machine 23.
At this time, if power generation by the generator 23 is performed so as to be just in balance with the required power of the electric supercharger 5 (see the broken line), power generation is delayed by the time constant due to the inductance component of the rotor coil in the generator 23. A power shortage region occurs in the initial stage.

  Therefore, in order to avoid the occurrence of this power shortage region, by generating the generator 23 in advance in consideration of the time constant due to the inductance component of the rotor coil inside the generator 23 (see the two-dot chain line), The required power of the electric supercharger 5 can be supplied from the initial stage, and the power shortage region can be eliminated.

  As described above, according to the first embodiment (FIGS. 1 to 4) of the present invention, in the internal combustion engine control apparatus including the ECU 20 for controlling the internal combustion engine 1 mounted on the vehicle, the internal combustion engine 1 An electric supercharger 5 provided on the intake passage 3, an electric supercharger control unit 19 for controlling the electric supercharger 5, a generator 23 connected to the crankshaft 1a of the internal combustion engine 1, A battery 22 that stores the generated power of the generator 23 and generated power detection means for detecting the generated power of the generator 23 are further provided.

The electric supercharger 5 includes a compressor 8 disposed in the intake passage 3 for compressing intake air in the intake passage 3 and supercharging the internal combustion engine 1, and a rotating shaft 7 for driving the compressor 8. And an electric motor 9 connected to a compressor 8 via a rotating shaft 7.
The electric supercharger control unit 19 supplies electric power necessary for the electric motor 9 from the generator 23 when the compressor 8 is driven.

The ECU 20 calculates a power generation delay due to the field of the rotor coil of the generator 23, controls the electric supercharger control unit 19 in accordance with the power generation delay, and supplies power to the electric supercharger 5.
The electric supercharger control unit 19 is configured to be able to supply the electric power necessary for the electric motor 9 from the battery 22 in addition to the electric power from the generator 23 when the compressor 8 is driven.

  The ECU 20 includes a charge amount state detection unit (storage device charge state detection unit) that detects a charge state of the battery 22, and adds electric power necessary for the electric motor 9 to the electric power from the generator 23 when the compressor 8 is driven. When supplying from the battery 22 as well, the battery 22 is supplied according to the state of charge of the battery 22.

  In addition, a power meter 31 (power load detecting means) that detects a power load from the power consumption of the in-vehicle electric device 30 connected to the battery 22 is provided, and the electric power required for the motor 9 when the compressor 8 is driven is supplied to the in-vehicle electric device. Supply according to the power load of the device 30.

  The ECU 20 includes a generator control unit for changing the generated voltage of the generator 23, and the generator control unit changes the generated voltage of the generator 23 according to the drive command power for the compressor 8.

  Further, the electric supercharger 5 includes a turbine 6 connected to the rotary shaft 7 and disposed in the exhaust passage 4 of the internal combustion engine 1, and the turbine 6 is connected to the compressor 8 via the rotary shaft 7, The compressor 8 is rotated by the rotational force of the exhaust gas in the exhaust passage 4.

  As described above, the electric supercharger 5 is supplied from the generator 23 to the electric motor 9 while taking into consideration the power generation delay of the electric generator 23 mounted on the vehicle while driving the electric supercharger 5. Even when a large amount of power is consumed when driving the compressor 8, the electric supercharger 5 can be driven stably.

  Further, by supplying electric power from the generator 23 to the electric supercharger 5, even if the electric supercharger 5 is additionally mounted, a special power supply device is added for driving the electric supercharger 5 that consumes a large amount of power. Since there is no need for installation, the number of parts can be reduced and space can be saved.

In addition, although the battery 22 (normal lead battery) is assumed here as an electrical storage device, even if it uses secondary batteries or capacitors, such as a lithium ion battery with excellent charge-and-discharge characteristics, and a nickel metal hydride battery, Similar effects can be obtained.
Further, without being limited to the configuration of FIG. 1, for example, the same effect can be obtained by applying a configuration including a mechanical turbocharger after the electric supercharger 5 (configuration of a twin turbo).
Moreover, the electric supercharger control unit 19 may be configured by a three-phase power inverter.

Further, the output voltage of the generator 23 may be changed according to the driving power of the electric supercharger 5.
Specifically, when the electric supercharge is OFF, the power is generated at 14V, and when the electric supercharge is ON, the power is generated at 16V, thereby causing a power failure of the other in-vehicle electric device 30 due to a voltage drop generated by driving the electric supercharger 5. Can be prevented.

  In the above description, the first embodiment of the present invention has been described. However, the present invention is not limited to the first embodiment, and various other embodiments can be applied within the scope of the present invention. It will be clear to the skilled person that this is possible.

  DESCRIPTION OF SYMBOLS 1 Internal combustion engine (engine), 1a Crankshaft, 2 Cylinder part, 3 Intake passage, 4 Exhaust passage, 5 Electric supercharger, 6 Turbine (turbine wheel), 7 Rotating shaft, 8 Compressor (compressor wheel), 9 Electric motor, 10 Intercooler, 11 Throttle valve, 12 Throttle valve actuator, 13 Throttle valve position sensor, 14 Waste gate valve actuator, 15 Waste gate valve, 16 Boost pressure sensor, 17 Intake manifold, 18 Exhaust manifold, 19 Electric supercharger control Unit, 20 ECU (electric control unit), 21 bypass, 22 battery (power storage device), 23 generator, 24 belt, 25 air flow sensor, 26 intake air temperature sensor, 27 supercharging temperature sensor 28 intake manifold pressure sensor, 29 waist gate valve sensor, 30 vehicle-mounted electric equipment, 31 power meter.

Claims (6)

In an internal combustion engine control device comprising an electronic control unit for controlling an internal combustion engine mounted on a vehicle,
An electric supercharger provided on an intake passage of the internal combustion engine;
An electric supercharger control unit for controlling the electric supercharger;
A generator coupled to the crankshaft of the internal combustion engine;
An electricity storage device for storing the power generated by the generator;
And a generated power detection means for detecting the generated power of the generator,
The electric supercharger is
A compressor disposed in the intake passage for compressing intake air in the intake passage to supercharge the internal combustion engine;
A rotating shaft for driving the compressor;
An electric motor connected to the compressor via the rotating shaft,
The electronic control unit is
Assuming that the electric power necessary for the electric motor is supplied from the generator when the compressor is driven by the electric supercharger control unit,
In order not to generate a power shortage region in which the power generation amount supplied from the generator to the electric supercharger falls below the required power amount required by the electric supercharger, from the inductance component in the generator In consideration of the calculated power generation delay time constant, the field current of the generator after the start of supercharging by the electric supercharger is controlled so that the supplied power generation amount exceeds the required power amount. An internal combustion engine control device.   The electric supercharger control unit is configured to be able to supply the electric power necessary for the electric motor when the compressor is driven from the electric storage device in addition to the electric power from the generator. 2. The internal combustion engine control device according to 1. An electricity storage device charge state detection means for detecting a charge state of the electricity storage device;
The electric power required for the electric motor when the compressor is driven is supplied according to the state of charge of the electric storage device when supplied from the electric storage device in addition to the electric power from the generator. Item 3. The internal combustion engine control device according to Item 2. Power load detection means for detecting a power load from the power consumption of the on-vehicle electrical equipment connected to the power storage device,
The internal combustion engine control device according to any one of claims 1 to 3, wherein electric power necessary for the electric motor when the compressor is driven is supplied according to a power load of the in-vehicle electric device. . The electronic control unit includes a generator control unit for changing the generated voltage of the generator,
5. The internal combustion engine control device according to claim 1, wherein the generator control unit changes a generated voltage of the generator in accordance with drive command power for the compressor. 6. . The electric supercharger includes a turbine connected to the rotating shaft and disposed in an exhaust passage of the internal combustion engine,
6. The turbine according to claim 1, wherein the turbine is connected to the compressor via the rotating shaft and rotates the compressor by a rotational force of exhaust gas in the exhaust passage. The internal combustion engine control device according to item.

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