JP2012072668A - Internal combustion engine system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine system that can suppress temperature variations in inter-cylinders in another method without being based on detection of a temperature in cylinders by an intra-cylinder temperature sensor.SOLUTION: The internal combustion engine system includes: a cooling flow path 31 for circulating a coolant, the cooling flow path being provided in a wall body configuring an engine body having a plurality of cylinders 20; a plurality of wall body temperature detection sensors 81 disposed in a cylinder peripheral wall part neighboring the cylinders of the wall body and detecting a temperature of the wall body of the cylinder peripheral wall part; and a wall body temperature control part adjusting a physical quantity having an effect on the temperature of the wall body of the cylinder peripheral wall part to maintain the temperature variations of each of the cylinder peripheral wall parts within a predetermined value based on a temperature detection signal from the wall body temperature detection sensor.

Description

  The present invention relates to an internal combustion engine system having a plurality of cylinders formed by a wall provided with a cooling liquid circulation cooling channel, and more particularly to a temperature control technique thereof.

  The wall constituting the cylinder block and the cylinder head is provided with a coolant circulation cooling channel so that the coolant flows around each cylinder. The temperature of the coolant flowing into the wall is When it is gradually heated and flows out of the wall body, the temperature is higher than that at the time of inflow. As a result, the cooling capacity of the coolant varies depending on the cylinder, and the temperature of each cylinder varies.

  In order to suppress such temperature variations between the cylinders, an operation means capable of separately operating a physical quantity affecting the in-cylinder temperature of the cylinder in the cylinder closest to the cooling water outlet and other cylinders, and the cooling water outlet An internal combustion engine comprising: control means for controlling the operating means so that the cylinder temperature of the cylinder closest to the cylinder approaches the cylinder temperature of another cylinder, and operating at least a physical quantity of the cylinder closest to the cooling water outlet A control device is known (see, for example, Patent Document 1). In Patent Document 1, as physical quantities that affect the in-cylinder temperature of a cylinder, the air-fuel ratio of each cylinder, the fuel injection amount to each cylinder, the ignition timing, and the exhaust gas recirculated from the exhaust passage of the internal combustion engine to each cylinder. The flow rate is taken up. For example, (1) Since the combustion temperature and the air-fuel ratio when the fuel mixture burns in the cylinder have a correlation, the air-fuel ratio is changed to the lean side by adjusting the air amount or the fuel amount. By reducing the combustion temperature, the in-cylinder temperature is lowered. (2) When the fuel is directly injected into the cylinder, the in-cylinder temperature can be lowered using the heat of vaporization of the fuel, so the in-cylinder temperature is lowered by increasing the fuel injection amount. (3) Since the combustion temperature can be lowered as the ignition timing is retarded, the in-cylinder temperature is lowered as the ignition timing is retarded. (4) The combustion temperature is lowered as the exhaust gas recirculated from the exhaust passage to the cylinder is increased. For example, if the flow rate of the cooling water decreases and it becomes difficult for the cooling water to flow into the communication passage of the cylinder closest to the cooling water outlet, the air-fuel ratio of the cylinder closest to the cooling water outlet is changed. The air-fuel ratio of the cylinder of the cylinder is leaner, the fuel injection amount of the cylinder closest to the coolant outlet is increased than the fuel injection amount of other cylinders, or the ignition timing of the cylinder closest to the coolant outlet is set to other cylinders The EGR gas flow rate returned to the cylinder closest to the cooling water outlet is made larger than the EGR gas flow rate returned to the other cylinders to be closest to the cooling water outlet. Close the cylinder temperature of the cylinder to the cylinder temperature of the other cylinders.

  However, in the above known technique, in-cylinder temperature is the central control parameter in any case, and in order to accurately grasp the in-cylinder temperature, that is, the combustion gas temperature, the in-cylinder in which the sensor surface is exposed in the cylinder. A temperature sensor is required. This causes a reduction in the combustion chamber volume, a deterioration in combustion due to swirl disturbance, a deterioration in cooling performance due to a complicated water jacket shape in the Linder head, and the like. Although a method of estimating the in-cylinder temperature by combustion simulation calculation is also conceivable, temperature estimation with high accuracy has technical and cost problems.

JP 2010-53737 A (paragraph number [0002-0017])

  In view of the above-described prior art, there is a demand for an internal combustion engine system capable of suppressing the temperature variation between cylinders by another method, not based on the detection of the in-cylinder temperature by the in-cylinder temperature sensor.

  The internal combustion engine system according to the present invention is characterized in that an engine body having a plurality of cylinders, a coolant circulation cooling channel provided in a wall constituting the engine body, and a cylinder adjacent to the cylinder in the wall body A plurality of wall body temperature detection sensors arranged in the peripheral wall body part and detecting the wall body temperature of the cylinder peripheral wall body part, and the cylinder peripheral wall based on a temperature detection signal from the wall body temperature detection sensor In order to maintain the temperature difference of the body part within a predetermined value, a wall body temperature control part for adjusting a physical quantity affecting the wall body temperature of the cylinder peripheral wall body part is provided.

An important feature of the present invention is that the temperature parameter necessary for grasping the combustion state in the cylinder is not the temperature in the conventional cylinder (combustion gas temperature), but the temperature of the wall that bounds the cylinder, that is, the wall temperature. It is that. For this reason, since the temperature detection sensor is configured as a wall body temperature detection sensor for detecting the wall body temperature of the cylinder peripheral wall body portion, the temperature of each cylinder peripheral wall body portion is detected by the wall body temperature detection sensor. . Further, the physical quantity that affects the wall temperature is adjusted so that the temperature difference of the wall temperature corresponding to each cylinder, which is the variation in the wall temperature, is maintained within a predetermined value. The physical quantity that affects the wall body temperature is substantially the same as the physical quantity that affects the in-cylinder temperature. For example, as physical quantities that affect the wall temperature around such cylinders, the air-fuel ratio of each cylinder, the fuel injection amount to each cylinder, the ignition timing, and the recirculation that is recirculated to each cylinder from the exhaust passage of the internal combustion engine Examples include flow rate.
Furthermore, in the present invention, a wall temperature detection sensor disposed in the cylinder peripheral wall is used. As a result, since the entire wall temperature detection sensor is housed inside the wall body, the combustion chamber volume is not reduced compared to the cylinder temperature detection sensor protruding into the cylinder, and a part of the wall temperature detection sensor protrudes into the combustion chamber. Therefore, there is an advantage that the swirl is not disturbed in the combustion chamber.

  In one preferred embodiment of the present invention, a temperature detection chamber is formed in the cylinder peripheral wall body, and the wall body temperature detection sensor is housed in the temperature detection chamber and borders the temperature detection chamber. A wall temperature detector that contacts the boundary wall surface of the cylinder peripheral wall. In this configuration, a temperature detection chamber as a space suitable for housing the wall temperature sensor is formed in the wall around the cylinder, and one surface that bounds this space is used as the wall temperature detection surface. can do.

In one specific example of such a temperature detection chamber, the temperature detection chamber is configured to be closed with respect to a cylinder, specifically, a combustion chamber. In this way, when the configuration in which the temperature detection chamber is closed by the wall body with respect to the combustion chamber is adopted, the presence of the temperature detection chamber and the wall body temperature detection sensor is related to the combustion chamber and consequently to the combustion. The advantage is that there is virtually no effect.
In another specific example of the temperature detection chamber, the temperature detection chamber is open to the cylinder, and the opening is closed by the wall body temperature detection sensor. In this configuration, the temperature detection chamber is open to the combustion chamber, but the influence of the temperature detection chamber on the combustion process can be reduced by closing the opening by the wall body temperature detection sensor. By utilizing the fact that the temperature detection chamber is open to the combustion chamber in this way, it is possible to incorporate an in-cylinder pressure detection unit for detecting the in-cylinder pressure into the housing of the wall body temperature detection sensor. Thereby, the installation space of the cylinder pressure sensor can be saved.

  In one preferred embodiment of the present invention, the wall body temperature control unit is configured to operate when cooling liquid circulation is stopped when cooling liquid is not circulating in the cooling flow path. For example, when the internal combustion engine is operated with the coolant flow stopped, such as in warm-up operation, the internal combustion engine cannot be cooled by circulating the coolant, so the heat balance between the cylinders must be as good as possible. is there. For this purpose, direct temperature detection for the wall as in the present invention is effective.

It is a schematic diagram of one cylinder which comprises the internal combustion engine control system by this invention. It is a fragmentary sectional view which shows the temperature detection chamber currently opened with respect to the combustion chamber formed in the wall body of a cylinder head, and the wall body temperature detection sensor arrange | positioned in the chamber. It is a fragmentary sectional view which shows the temperature detection chamber closed with respect to the combustion chamber formed in the wall body of a cylinder head, and the wall body temperature detection sensor arrange | positioned in the chamber. It is a schematic diagram which shows the relationship between the internal combustion engine comprised from several cylinders, and a cooling flow path. It is a functional block diagram for demonstrating the control system of an internal combustion engine control system. It is a flowchart which shows an example of the internal combustion engine temperature control by an internal combustion engine control system. It is a fragmentary sectional view which shows the wall body temperature detection sensor of another embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic view showing an example of an internal combustion engine system according to the present invention using one cylinder 20 constituting the internal combustion engine.
A multi-cylinder internal combustion engine mounted on a vehicle includes an internal combustion engine housing including a cylinder block 11, a cylinder head 12, and the like. Here, the internal combustion engine housing is a wall body, particularly a wall body around a cylinder forming the cylinder 20. The portion may be referred to as a cylinder wall. The wall of the cylinder head 12 detects the temperature of the cylinder wall body, which is the wall body portion around the ignition device 42 and the cylinder 20 projecting from the tip of the combustion chamber created by each cylinder 20 (cylinder). The wall temperature detecting sensor 81 is provided.

  As shown in FIG. 2, the wall body temperature detection sensor 81 is disposed in the temperature detection chamber 15 formed in the wall body of the cylinder head 12. In this embodiment, the temperature detection chamber 15 is open to the combustion chamber created by the cylinder 20. That is, the temperature detection chamber 15 is a space formed as a recess from the lower surface side of the cylinder head 12, and although not clearly shown in the drawing, at least one of the boundary surfaces of the wall body 12 with respect to the temperature detection chamber 15 is planar. The planar boundary surface 15a functions as a wall body temperature detection surface. Therefore, the wall body temperature detection sensor 81 is mounted in the temperature detection chamber 15 so that the wall body temperature detection unit 81a of the wall body temperature detection sensor 81 contacts the wall body temperature detection surface 15a so as to be able to conduct heat. At this time, the shape and size of the housing of the wall temperature detection sensor 81 is determined so that a part of the housing closes the opening of the temperature detection chamber 15 substantially flush with the lower surface of the cylinder head 12. Yes. Thereby, the presence of the temperature detection chamber 15 and the wall body temperature detection sensor 81 can be prevented from adversely affecting the combustion process.

  FIG. 3 shows an embodiment in which a wall temperature detection sensor 81 is arranged in a temperature detection chamber 15 closed with respect to the combustion chamber as another embodiment. That is, the temperature detection chamber 15 is a space formed as a recess from the upper surface side of the cylinder head 12, and here, a planar boundary surface in which the bottom surface of the temperature detection chamber 15 facing the combustion chamber functions as a wall body temperature detection surface. 15a. In this alternative embodiment, the presence of the temperature detection chamber 15 and the wall temperature detection sensor 81 does not affect the shape of the lower surface of the cylinder head 12 at all, and thus does not adversely affect the combustion process.

  Returning to FIG. 1, a piston 13 is provided for each cylinder 20, and each piston 13 is linked to a crankshaft 14. Inside the wall of the cylinder block 11 and the cylinder head 12, exhaust gas is discharged from a part of the intake passage 21 and from each combustion chamber via the exhaust valve 24 in order to take air into each combustion chamber via the intake valve 23. For this purpose, a part of the exhaust passage 22 is formed. A fuel injection valve 41 that injects a predetermined amount of fuel into the intake passage 21 is disposed in the intake passage 21. Further, the intake passage 21 is provided with an air cleaner 25 for purifying air taken into each combustion chamber and a throttle valve 26 for adjusting the amount of air flowing through the intake passage 21. In the area of the air cleaner 25, an intake air temperature sensor 82 for detecting the intake air temperature (that is, the outside air temperature) is provided. Each of the intake valve 23 and the exhaust valve 24 is provided with a variable valve timing mechanism 43 (variable intake valve timing mechanism 43a and variable exhaust valve timing mechanism 43b) that varies the opening / closing timing of the valve.

  In each combustion chamber, the igniter 42 is operated, so that the combustible mixture of fuel and air is rapidly burned (exploded). The crankshaft rotates when the piston 13 operates in response to the combustion pressure due to this combustion. The rotational torque of the crankshaft 14 drives the vehicle drive system and auxiliary equipment (air conditioner compressor, alternator, torque converter, power steering hydraulic pump, etc.). A crank angle sensor 83 for detecting the rotation angle of the crankshaft 14 is attached in the vicinity of the crankshaft 14. Exhaust gas after combustion generated in each combustion chamber is discharged to the outside through the exhaust passage 22. Part of the combustion energy generated in the internal combustion engine remains on the wall as heat.

  In order to prevent the wall body from becoming hot due to residual heat remaining in the wall body, a liquid cooling (water cooling here) system is provided. As is apparent from the schematic diagram of FIG. 4 showing the relationship between this water cooling system and the internal combustion engine consisting of four cylinders, the water cooling system is a cooling fluid circulation cooling channel (circulating cooling water) that circulates the cooling water as the cooling fluid. (Hereinafter simply referred to as a cooling flow path) 31, an electric pump 32, a radiator 33, and a flow rate control valve 34. The cooling channel 31 formed in the wall body is also referred to as a water jacket. An electric pump 32 (cooling pump) is disposed near the inlet of the water jacket. Since this electric pump 32 is driven by an electric motor, it can be driven regardless of the rotation of the crankshaft 14. The electric pump 32 sucks the cooling water flowing through the cooling flow path 31 connected to the radiator 33 and supplies it to the inlet of the water jacket. When the cooling water passes through the water jacket, it absorbs heat from the wall and raises its water temperature. The cooling water whose water temperature has risen releases heat when passing through the radiator 33 and lowers the temperature. A bypass passage is provided for connecting the outlet of the water jacket and the suction side of the electric pump 32 and for shortcutting the radiator 33. A heater core 35 is interposed in the bypass flow path. A flow rate control valve 34 is provided in the connection region between the cooling flow path 31 from the radiator 33 and the bypass passage. The flow rate control valve 34 can control the cooling water temperature for cooling the wall body. For example, when the flow rate of the flow control valve 34 is adjusted to increase the flow rate of the cooling water passing through the radiator 33, the cooling water temperature for cooling the wall body is lowered, and conversely, the flow rate of the cooling water passing through the radiator 33 is decreased. Then, the ratio of the cooling water cooled by the radiator 33 in the cooling water flowing through the wall body is reduced, and the cooling water temperature for cooling the wall body is increased. The cooling flow path 31 includes a first liquid temperature detection sensor 84 that detects the cooling water temperature after passing through the outlet of the water jacket, and a second liquid for detecting the cooling water temperature after passing through the radiator 33. A temperature detection sensor 85 is provided. The flow control valve 34 and the second liquid temperature detection sensor 85 may be integrated to constitute a thermostat.

  As can be understood from FIG. 4, in this embodiment, there are in-line four cylinders, and the cooling flow path 31 flows in the order of the first cylinder 20a, the second cylinder 20b, the third cylinder 20c, and the fourth cylinder 20d. Note that the layout of the cooling flow path 31 formed in the walls of the cylinder block 11 and the cylinder head 12 is actually more complicated.

  In recent years, as a fuel saving measure, after starting the engine, cooling water circulation may be stopped to reduce cooling loss (hereinafter referred to as circulation stop). In this case, the cylinder wall temperature of each cylinder 20 inevitably varies. The fuel injection amount control uses the same injection amount for all cylinders depending on the operating conditions and environmental conditions.This is because the in-cylinder temperature of each cylinder is assumed to be the same for all cylinders. During the warm-up operation in the circulation stop state, in the case of the in-line four cylinders, the outer first cylinder 20a and the fourth cylinder 20d tend to be lower than the cylinder wall temperature of the inner second cylinder 20b and the third cylinder 20c. It is in. There are two reasons, one of which is because the outer cylinder has a larger volume (heat capacity) than the inner cylinder, and the other is that the wall surface heat dissipation is less due to the smaller wall area of the inner cylinder. It seems to be. Here, the relationship between the cylinder wall body temperature and the injection amount will be described. As the cylinder wall body temperature is higher, the wall surface heat radiation amount is reduced and the thermal efficiency is improved. In other words, the cylinder 20 with improved thermal efficiency (increased work amount) can reduce the injection amount, and by controlling this, it contributes to fuel saving and reduces variations in the cylinder wall temperature between the cylinders 20. be able to.

  FIG. 5 is a functional block diagram of the control unit 5 as a core element of the control system employed in this internal combustion engine control system. The control unit 5 is referred to as an ECU, and is composed mainly of a microcomputer. The control unit 5 executes various programs related to internal combustion engine control by executing a program stored in a built-in ROM. Therefore, the above-described wall body temperature detection sensor 81, intake air temperature sensor 82, crank angle sensor 83, first liquid temperature detection sensor 84, second liquid temperature detection sensor 85, and in-cylinder not shown in FIG. Detection signals from various sensors such as the pressure sensor 86 are input to the control unit 5. Furthermore, it is directly or indirectly connected to the electric pump 32, the flow control valve 34, the fuel injection valve 41, the spark plug 42, the variable valve timing mechanism 43, etc., and a control signal can be given to each.

  Among the functions created in the control unit 5, those particularly related to the present invention include a fuel injection amount calculation unit 51, an in-cylinder pressure calculation unit 52, a crank angle calculation unit 53, an engine condition information generation unit 54, The wall body temperature control part 60 and the cooling water circulation control part 55 are mentioned. Here, the fuel injection amount calculation unit 51 obtains the amount of fuel supplied to the cylinder 20 each time. In general, the fuel injection amount is obtained by a dedicated ECU that determines another fuel injection amount, and it is convenient to have only the function of receiving only the data and converting it into a form that can be easily used for later calculations. is there. The in-cylinder pressure calculation unit 52 calculates the pressure including the combustion pressure in the cylinder 20 based on the detection signal from the in-cylinder pressure sensor 36. The crank angle calculation unit 53 calculates the crank angle calculation of the crankshaft 14 based on the detection signal from the crank angle sensor 83. The engine state information generation unit 54 generates engine state information related to the engine state based on detection data and calculation data such as wall body temperature, cooling water temperature, intake air temperature, in-cylinder pressure, fuel injection amount, and crank angle. The engine state information related to the present invention includes information (cooling water circulation stop condition information) necessary for determining whether or not to perform warm-up operation. The cooling water circulation control unit 55 controls the electric pump 32 and the flow rate control valve 34 to execute or stop the cooling water circulation.

The wall body temperature control unit 60 calculates the wall body temperature and realizes a function of determining a variation adjustment amount of the inter-cylinder wall body temperature based on the calculated wall body temperature. A distribution calculation unit 62, a wall body temperature evaluation unit 63, and a wall body temperature adjustment amount generation unit 64 are included.
The wall body temperature calculation unit 61 calculates the temperature of the cylinder wall body corresponding to each cylinder 20 based on the detection signal from the wall body temperature detection sensor 81. The wall body temperature distribution calculating unit 62 performs a statistical calculation process on each cylinder wall body temperature calculated by the wall body temperature calculating unit 61 to calculate an average value, a wall body temperature distribution value, and the like. The wall body temperature evaluation unit 63 applies the statistical calculation value of each cylinder wall body temperature calculated by the wall body temperature distribution calculation unit 62 to a rule operation or a threshold value operation that is set in advance, and the cylinder wall In order to reduce the variation in body temperature, it is determined whether or not to adjust a physical quantity that affects the wall temperature, and calculation of the adjustment quantity of such a physical quantity is performed.

Next, an example of a cooling control routine which is a part of the internal combustion engine temperature control in the internal combustion engine system having the control unit 5 constructed as described above will be described with reference to the flowchart shown in FIG.
When the internal combustion engine is started, engine state information is generated by applying various sensor signals and calculation results to a preset algorithm (# 01). In this cooling control routine, it is checked whether or not an operation mode (warm-up operation or the like) for driving the engine with the coolant circulation stopped is performed, that is, whether or not the coolant circulation stop condition is satisfied with reference to the engine state information. (# 02). When the cooling water circulation stop condition is satisfied (# 02 Yes branch), an example of control that suppresses temperature variations among the cylinders as much as possible based on the detected cylinder wall body temperature is performed as described below.

  First, the outer cylinder average value To-ave is calculated from the wall temperature detected for each of the first cylinder 20a and the fourth cylinder 20d, which are the outer cylinders 20 (# 03). Further, the wall temperature T2 detected for the second cylinder 20b, which is the inner cylinder 20, and the wall temperature T3 detected for the third cylinder 20c are calculated (# 04). Next, the temperature difference between the outer cylinder average value: To-ave and the wall temperature: T2: ΔT2 (ΔT) and the outer cylinder average value: To-ave and the wall temperature: T3: ΔT3 (ΔT) Calculate (# 05). It is checked whether or not the calculated temperature difference: ΔT, that is, each of ΔT2 and ΔT3 exceeds a preset allowable value (threshold value) (# 06). At this time, for the cylinder exceeding the allowable value, the physical quantity that affects the wall temperature, that is, the fuel injection amount is adjusted here. In this embodiment, the inner cylinder wall temperature is set to the outer cylinder. Since the wall temperature is considered to be higher than the wall temperature, the temperature difference between the outer cylinder and the inner cylinder is kept within the allowable value rather than making the wall temperature between the outer cylinder and the inner cylinder uniform. Control to adjust the temperature of the inner cylinder. That is, if the temperature difference: ΔT exceeds the allowable value (# 06 Yes branch), the second difference is used to reduce the temperature difference: ΔT2, ΔT3 of the second cylinder 20b or the third cylinder 20c, which is the inner cylinder 20. The injection amount adjustment amount for the cylinder 20b or the third cylinder 20c, here, the amount of decrease is calculated (# 07). The reason why the adjustment of the fuel injection amount is limited only to the decrease is to prevent the internal combustion engine from being overheated by increasing one of the amounts. Further, as part of the fuel injection amount adjustment, the fuel injection time adjustment amount is also calculated and sent to the fuel injection amount calculation unit 51 together with the injection amount adjustment amount (# 08). This fuel injection amount adjustment is performed until the temperature difference: ΔT falls below an allowable value. When the cooling water circulation stop condition is not satisfied in step # 02 (# 02 No branch), the cooling water circulation control for circulating the cooling water through the cooling flow path 31 is executed (# 09).

[Another embodiment]
(1) FIG. 7 shows another embodiment of the wall body temperature detection sensor 81 shown in FIG. The wall temperature detection sensor 81 of this other embodiment differs from that shown in FIG. 2 in that the cylinder pressure detection unit 81b is incorporated in the housing. Since the temperature detection chamber 15 housing the wall body temperature detection sensor 81 is open to the combustion chamber on the lower surface of the cylinder head 12, it is exposed to the combustion chamber in a housing region facing the opening. The in-cylinder pressure can be detected by incorporating the in-cylinder pressure detection unit 81B having the pressure detection surface 81b. In addition, when it is necessary to detect the in-cylinder gas temperature, another temperature detection unit may be incorporated in place of the in-cylinder pressure detection unit 81B or together with the in-cylinder pressure detection unit 81B.
(2) The temperature detection chamber 15 that houses the wall temperature detection sensor 81 is conveniently located in a region that can detect the temperature that can represent the wall temperature as much as possible. The location is not limited. Further, a temperature detection chamber 15 (see FIG. 2) that is open to the combustion chamber and a temperature detection chamber 15 (see FIG. 3) that is closed to the combustion chamber may be mixed.

  The present invention can be applied to all internal combustion engines that have detected the in-cylinder gas temperature for controlling the internal combustion engine.

11: Cylinder block (internal combustion engine housing, wall)
12: Cylinder head (internal combustion engine housing, wall)
13: Piston 14: Crankshaft 20: Cylinder 31: Cooling flow path 32: Electric pump 33: Radiator 34: Flow control valve (thermostat)
35: heater core 41: fuel injection valve 84: first liquid temperature detection sensor 85: second liquid temperature detection sensor (thermostat)
5: Control unit 51: Fuel injection amount calculation unit 55: Cooling water circulation control unit 60: Wall body temperature control unit 61: Wall body temperature calculation unit 62: Wall body temperature distribution calculation unit 63: Wall body temperature evaluation unit 64: Wall body Temperature adjustment amount generator

Claims (6)

An engine body having a plurality of cylinders;
A cooling fluid circulation cooling channel provided in a wall constituting the engine body;
A plurality of wall body temperature detection sensors arranged in a cylinder peripheral wall body part adjacent to the cylinder of the wall body and detecting a wall body temperature of the cylinder peripheral wall body part;
Based on a temperature detection signal from the wall body temperature detection sensor, a physical quantity that affects the wall body temperature of the cylinder peripheral wall body portion is maintained in order to maintain the temperature difference of the cylinder peripheral wall body portion within a predetermined value. A wall temperature controller to be adjusted;
An internal combustion engine system.   A temperature detection chamber is formed in the cylinder peripheral wall, and the wall temperature detection sensor is housed in the temperature detection chamber and contacts the boundary wall surface of the cylinder peripheral wall that bounds the temperature detection chamber The internal combustion engine system according to claim 1, further comprising a wall temperature detecting unit that performs the operation.   The internal combustion engine system according to claim 2, wherein the temperature detection chamber is closed with respect to the cylinder.   The internal combustion engine system according to claim 2, wherein the temperature detection chamber is open to the cylinder, and the opening is closed by the wall body temperature detection sensor.   The internal combustion engine system according to claim 4, wherein a housing of the wall body temperature detection sensor includes an in-cylinder pressure detection unit that detects an in-cylinder pressure.   6. The internal combustion engine system according to claim 1, wherein the wall body temperature control unit operates when the coolant circulation is stopped when the coolant does not circulate through the cooling flow path.

Images