JP2013087759A - Internal combustion engine cooling control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine cooling control device for preventing overall reduction in combustion efficiency and deterioration in fuel economy of the internal combustion engine, by increasing the wall body temperature of both suspendable and continuously operating cylinders up to the temperature that achieves excellent combustion efficiency and fuel economy in a short time, when a resting cylinder is restarted.SOLUTION: This internal combustion engine cooling control device 1 includes: an internal combustion engine having a plurality of cylinders 20, all or some of which are arranged in series; suspendable cylinders 20b, which are some of the cylinders 20 arranged in series and suspendable during operation of the internal combustion engine; a pump 12 for circulating cooling water to the internal combustion engine; a plurality of flow passages 11 for circulating the cooling water to the suspendable cylinders 20b; a plurality of adjusting parts 16 corresponding to the plurality of flow passages 11 so as to adjust a flow of the cooling water, respectively; and an adjustment control part for independently controlling adjustment of the circulating cooling water in the plurality of adjusting parts 16.

Description

  The present invention relates to an internal combustion engine cooling control apparatus that controls the flow and shut-off of cooling water to an internal combustion engine that has a plurality of cylinders and that some of the cylinders are configured to be inoperative.

  In general, an internal combustion engine using gasoline, light oil, or the like as a fuel is configured to cool the cylinders by flowing cooling water to each cylinder in order to maintain the operating temperature within a predetermined range. In recent years, in order to improve fuel efficiency, some cylinders are deactivated during vehicle travel. When the operation of the cylinder is stopped, the intake valve and the exhaust valve are kept closed so that combustion does not occur in the cylinder.

  Patent Document 1 discloses a 6-cylinder V-type internal combustion engine with a cylinder deactivation function. Normally, all six cylinders are operating, but some cylinders are deactivated during low-load operation where fuel efficiency is important. Since cylinders that can be deactivated (hereinafter also referred to as cylinders that can be deactivated) do not generate heat in the cylinders while they are deactivated, the wall temperature of the cylinders decreases. On the other hand, the wall temperature of the cylinder (hereinafter also referred to as a continuously operated cylinder) operating continuously without being stopped remains high.

  In the V-type internal combustion engine disclosed in Patent Document 1, the entire three cylinders of the rear bank are restable cylinders, and the entire three cylinders of the rear bank are simultaneously activated and deactivated. When the entire three cylinders of the rear bank are inactive, the cooling water flowing through the rear bank is also shut off. Since there is only one flow path of the cooling water flowing through the rear bank, the cooling water flows all at once in the three cylinders of the rear bank and is blocked simultaneously.

JP 2009-8036 A

  When the deactivateable cylinder is reactivated after being deactivated, the wall temperature of the deactivated cylinder needs to be increased in a short time to the same temperature as the wall temperature of the continuously operated cylinder. This is because the wall temperature of the continuously operating cylinder is controlled to a temperature with good combustion efficiency and good fuel efficiency. However, since the entire rear bank is a restable cylinder, in order to quickly raise the wall temperature of the restable cylinder after reactivation, it is necessary to transfer the heat generated in the continuously operated cylinder to the restable cylinder in some way. There is.

  Therefore, Patent Document 1 discloses that high-temperature cooling water flowing through a continuously-acting cylinder is circulated to the restable cylinder and the restable cylinder is warmed before the restable cylinder is restarted. However, since the cooling water circulates throughout the resting cylinder, the temperature of the high-temperature cooling water is lowered by circulating the resting cylinder. This also circulates in the continuously operating cylinder and lowers the wall temperature of the continuously operating cylinder. As a result, it takes a long time to reach the wall temperature of both the cylinders that can be deactivated and the continuously operated cylinder to a temperature where the combustion efficiency is good and the fuel consumption is good, and the combustion efficiency of the entire internal combustion engine is lowered and the fuel consumption is deteriorated. There was a problem to do.

  In view of the above problems, the present invention has a high combustion efficiency and a good fuel consumption in a short time when the temperature of the wall of both the stoppable cylinder and the continuously operated cylinder is restarted after the stoppable cylinders arranged in series are restarted. It is an object of the present invention to provide an internal combustion engine cooling control device that reaches a certain temperature and prevents a decrease in combustion efficiency and fuel consumption of the entire internal combustion engine.

  An internal combustion engine cooling control apparatus according to the present invention for solving the above-described problems includes an internal combustion engine having a plurality of cylinders and all or some of the cylinders arranged in series; A cylinder capable of stopping combustion during operation of the internal combustion engine, a pump for circulating cooling water to the internal combustion engine, and the cylinder capable of stopping A plurality of flow paths for circulating the cooling water, a plurality of adjustment sections corresponding to each of the plurality of flow paths to adjust the flow of the cooling water, and adjustment of the flow of the cooling water in the plurality of adjustment sections And an adjustment control unit that controls each of them independently.

  With such a characteristic configuration, only a part of the cylinders arranged in series can be deactivated, so that heat generated from the continuously operated cylinder can be deactivated even when the deactivated cylinder is deactivated. A decrease in the wall temperature of the cylinder that can propagate to the cylinder and can be stopped is suppressed. Further, even when the resting cylinder is restarted after the resting, the heat generated from the continuously working cylinder is propagated to the resting cylinder and the wall temperature of the resting cylinder is increased in a short time. Furthermore, since the adjustment control unit can independently control the adjustment of the flow of the cooling water in the plurality of adjustment units, the temperature of the wall of the continuously operating cylinder does not decrease excessively without reducing the temperature of the cooling water flowing through the restable cylinder. The decrease can also be suppressed. As a result, the wall temperature of both the cylinders that can be deactivated and the continuously operated cylinder can reach a temperature with good combustion efficiency and good fuel efficiency in a short time, thereby preventing a decrease in the combustion efficiency and deterioration of the fuel consumption of the entire internal combustion engine. be able to.

  In the internal combustion engine cooling control apparatus according to the present invention, it is preferable that the plurality of flow paths are provided corresponding to the cylinders of the restable cylinder. With such a configuration, it is possible to control the flow of cooling water more precisely, so that the wall temperature of both the cylinders that can be stopped and the continuously operated cylinder reach a temperature where combustion efficiency is good and fuel consumption is good in a short time. Therefore, it is possible to prevent the combustion efficiency of the entire internal combustion engine from being lowered and the fuel consumption from being deteriorated.

  Moreover, in the internal combustion engine cooling control apparatus according to the present invention, it is preferable that the cylinder is a cylinder other than the cylinders arranged at both ends of the cylinders arranged in series. With such a configuration, the area where the restable cylinder is in contact with the air around the internal combustion engine is reduced, so that a decrease in wall temperature when the restable cylinder is at rest can be prevented.

  Further, in the internal combustion engine cooling control apparatus according to the present invention, the adjustment control unit controls the adjustment unit to block the flow of the cooling water based on an operating state of the internal combustion engine before the restable cylinder is stopped. Is preferable. For example, if the pauseable cylinder is shut off and the cooling water is shut off immediately after the internal combustion engine continuously generates high output, the pauseable cylinder remains at a high temperature, which may cause local boiling of the cooling water. With such a configuration, the cooling water can be continuously circulated even if the cylinder capable of resting in a high temperature state is stopped, so that local boiling of the cooling water can be prevented.

Schematic diagram of one cylinder of an internal combustion engine to which an internal combustion engine cooling control device according to an embodiment of the present invention is applied. The schematic diagram showing the structure of the internal combustion engine cooling control apparatus of this embodiment Functional block diagram showing a control system of the internal combustion engine cooling control device of the present embodiment Flowchart showing the flow until the circulation of the cooling water is stopped when the restable cylinder is stopped. Flow chart showing the flow until the circulation of the cooling water is resumed when the cylinder capable of resting is restarted. The schematic diagram showing the structure of the internal combustion engine cooling control apparatus of other embodiment. The schematic diagram showing the structure of the internal combustion engine cooling control apparatus of other embodiment. The schematic diagram showing the structure of the internal combustion engine cooling control apparatus of other embodiment. The schematic diagram showing the structure of the internal combustion engine cooling control apparatus of other embodiment.

[First Embodiment]
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a schematic view showing one restable cylinder 20b constituting a multi-cylinder internal combustion engine. An internal combustion engine cooling control device 1 according to the present invention is applied to the restable cylinder 20b. Hereinafter, when the continuous operation cylinder 20a and the restless cylinder 20b are not distinguished, they are referred to as a cylinder 20.

  A multi-cylinder internal combustion engine mounted on a vehicle includes an internal combustion engine housing including a cylinder block 31, a cylinder head 32, and the like. The resting cylinder 20 b is provided with a piston 29, and each piston 29 is linked to the crankshaft 30. In order to exhaust the exhaust gas from the intake passage 21 and each combustion chamber through the exhaust valve 24 in order to take air into each combustion chamber through the intake valve 23 inside the wall of the cylinder block 31 and the cylinder head 32. An exhaust passage 22 is formed.

  A fuel injection valve 27 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 the air taken into the 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 42 for detecting the intake air temperature (that is, the outside air temperature) is provided. An air flow sensor 41 for measuring the amount of air taken into the combustion chamber is provided between the air cleaner 25 and the throttle valve 26.

  In each combustion chamber, the ignition plug 28 operates to burn a combustible mixture of fuel and air. Due to the pressure generated by this combustion, the piston 29 moves up and down and the crankshaft 30 rotates. The rotational torque of the crankshaft 30 activates the vehicle drive system and auxiliary equipment (air conditioner compressor, alternator, torque converter, power steering hydraulic pump, etc.). A crank angle sensor 43 for detecting the rotation angle of the crankshaft 30 is attached in the vicinity of the crankshaft 30.

  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 combustion chamber remains on the wall as heat. In order to prevent the wall body from becoming hot due to the residual heat remaining in the wall body, the internal combustion engine cooling control device 1 according to the present embodiment is provided with a cooling water circulation passage (hereinafter also simply referred to as a passage) 11. In the interior, cooling water is circulated. A part of the channel 11 is also formed on the wall. In addition, the flow path 11 formed in the wall is also referred to as a water jacket.

  FIG. 2 is a schematic diagram showing the configuration of the internal combustion engine cooling control device 1 including the in-line 6-cylinder internal combustion engine of the present embodiment. The electric pump 12 which is an example of the pump according to the present invention is disposed between the flow control valve 14 on the flow path 11 and the cylinder 20. The electric pump 12 is driven by an electric motor (not shown) and can be driven regardless of the rotation of the crankshaft 30. The electric pump 12 sucks the cooling water flowing through the flow path 11 connected to the radiator 13 and supplies it to the inlet of the water jacket. The cooling water reduces the wall temperature by absorbing heat from the wall body and increasing the water temperature when circulating inside the water jacket. The cooling water whose water temperature has risen releases heat when flowing through the radiator 13 and lowers the water temperature.

  The flow path 11 is provided with a bypass flow path that directly connects the outlet of the water jacket and the suction side of the electric pump 12 without going through the radiator 13. A heater core 15 is provided in the middle of the bypass flow path. A flow rate control valve 14 is provided at a location where the flow path 11 from the radiator 13 and the bypass flow path intersect. The flow rate control valve 14 can control the cooling water temperature for cooling the wall body. The flow rate control valve 14 can control the flow rate of the cooling water from the radiator 13 and the flow rate of the cooling water from the bypass passage.

  The flow path 11 includes a first cooling water temperature sensor 44 that detects the temperature of the cooling water after passing through the outlet of the water jacket, and a second temperature for detecting the temperature of the cooling water after passing through the radiator 13. A cooling water temperature sensor 45 is provided. The flow control valve 14 and the second cooling water temperature sensor 45 may be integrated to form a thermostat.

  The flow path 11 branches on the upstream side of the inlet of the water jacket of the cylinder 20 to form branch flow paths 11a and 11b. The cooling water flowing through the branch channel 11a flows through each water jacket of the continuously operating cylinder 20a. The cooling water flowing through the branch flow path 11b flows through each water jacket of the restable cylinder 20b. The branch channels 11a and 11b join again on the downstream side of the water jacket to form the channel 11.

  The branch flow path 11b on the upstream side of the water jacket of the restable cylinder 20b is provided with a cooling water on-off valve 16 that can electrically or mechanically switch the flow and shut-off of the cooling water to and from the water jacket. . The cooling water on-off valve 16 is an example of an adjusting unit according to the present invention. When the inactive cylinder 20b is inactive, the cooling water on-off valve 16 can be closed to block the cooling water from flowing through the inactive cylinder 20b.

  In this embodiment, the cooling water on / off valve 16 is provided on the upstream side of the water jacket of the restable cylinder 20b. However, this is because the cooling water on / off valve 16 opens and closes the low-temperature cooling water before flowing into the water jacket. This is because it is more preferable from the viewpoint of heat resistance. However, the cooling water on-off valve 16 may be provided on the downstream side of the water jacket of the cylinder 20b that can be deactivated.

  FIG. 3 is a functional block diagram of the control unit 2 as a core element of the control system employed in the internal combustion engine cooling control apparatus 1. The control unit 2 is referred to as an ECU, and is composed mainly of a microcomputer. The control unit 2 executes various programs related to internal combustion engine control by executing a program stored in a built-in ROM. The air flow sensor 41, the intake air temperature sensor 42, the crank angle sensor 43, the first cooling water temperature sensor 44, the second cooling water temperature sensor 45, the throttle opening sensor 46 for detecting the opening of the throttle valve 26, the vehicle Detection signals from various sensors such as a vehicle speed sensor 47 for detecting the traveling speed are input to the control unit 2. Further, the control unit 2 outputs a control signal to control operations of the electric pump 12, the flow rate control valve 14, the cooling water on-off valve 16, the continuously operated cylinder 20a, the stoppable cylinder 20b, the fuel injection valve 27, the spark plug 28, and the like. .

  Among the functions created in the control unit 2, the cylinder operation control unit 51, the wall body temperature estimation unit 52, and the cooling water on / off valve control unit 53 are particularly relevant to the present invention. When the internal combustion engine is operating, the cylinder operation control unit 51 stops or restarts the restable cylinder 20b based on detection signals from the crank angle sensor 43, the throttle opening sensor 46, the vehicle speed sensor 47, and the like. To control. For example, when the load torque to the internal combustion engine is small, such as when starting and stopping at low speeds in a traffic jam, or when running at a constant speed continues for a certain period of time or more When is small, control is performed so that the restable cylinder 20b is rested. The four restable cylinders 20b can be independently deactivated and reactivated.

  The wall body temperature estimation unit 52 is based on detection signals from the airflow sensor 41, the intake air temperature sensor 42, the crank angle sensor 43, the throttle opening sensor 46, the vehicle speed sensor 47, and the like when the restable cylinder 20b is at rest. Estimate wall temperature. When all the cylinders are operating, the wall temperature is estimated based on detection signals from the first cooling water temperature sensor 44 and the second cooling water temperature sensor 45. However, when the inactive cylinder 20b is inactive and the cooling water is not flowing through the water jacket of the inactive cylinder 20b, it can be stopped by the detection signals from the first cooling water temperature sensor 44 and the second cooling water temperature sensor 45. The wall temperature of the cylinder 20b cannot be estimated. Therefore, the wall body temperature estimation unit 52 estimates the wall body temperature based on the detection signal from the sensor described above.

  The cooling water on / off valve control unit 53, which is an example of the adjustment control unit according to the present invention, includes information on the operation of the restable cylinder 20b output from the cylinder operation control unit 51, and the estimated wall output from the wall body temperature estimation unit 52. The opening / closing of the cooling water on / off valve 16 is controlled based on information on the body temperature, information on the output of the internal combustion engine, and the like. The output of the internal combustion engine is calculated based on detection signals from the air flow sensor 41, the intake air temperature sensor 42, the crank angle sensor 43, the throttle opening sensor 46, the vehicle speed sensor 47, and the like. The cooling water on / off valve control unit 53 can open / close the four cooling water on / off valves 16 independently. The cooling water on / off valve control unit 53 is independent of the control of the cylinder 20 b that can be stopped by the cylinder operation control unit 51.

  When all the cylinders of the internal combustion engine are operated to continuously generate high output, the temperature of the cooling water becomes high. In such a state, when the stoppable cylinder 20b stops operating, if the cooling water on / off valve control unit 53 controls closing of the cooling water on / off valve 16 simultaneously with the stop of operation, the cooling water can be stopped. Since there is no circulation, the cooling water may locally boil. Therefore, when the inactive cylinder 20b is deactivated, the cooling water on / off valve control unit 53 controls the cooling water on / off valve 16 to open to the inactive cylinder 20b until there is no risk of local boiling of the cooling water. Control to circulate cooling water. FIG. 4 shows a flow from the stoppage of the operation of the inactive cylinder 20b until the stoppage of the cooling water by the control of the cooling water on / off valve 16 being closed.

  The restable cylinder 20b stops operating (S11). Next, it is determined whether or not the detected temperature thw of the first cooling water temperature sensor 44 is higher than a predetermined cooling water temperature T1 (S12). If the detected temperature thw of the first cooling water temperature sensor 44 is higher than the predetermined cooling water temperature T1 (Yes), the cooling water is circulated during the cooling water stop delay time t1 (S14), and then the cooling water on / off valve is operated. The control unit 53 controls the closing of the cooling water on / off valve 16 and stops the flow of the cooling water (S15).

  In S12, if the detected temperature thw of the first cooling water temperature sensor 44 is equal to or lower than the predetermined cooling water temperature T1 (No), as the next step, the average output of the internal combustion engine within the past predetermined time range. It is determined whether Pe_ave is higher than a predetermined output Pe1 of the internal combustion engine (S13). If the average output Pe_ave of the internal combustion engine in the past predetermined time range is higher than the predetermined output Pe1 of the internal combustion engine (Yes), the cooling water is circulated during the cooling water stop delay time t1 (S14), and then cooled. The water on / off valve control unit 53 controls the closing of the cooling water on / off valve 16 and stops the flow of the cooling water (S15). If the average output Pe_ave of the internal combustion engine within the past predetermined time range is equal to or less than the predetermined output Pe1 of the internal combustion engine (No), the cooling water on / off valve control unit 53 immediately controls the closing of the cooling water on / off valve 16. And the circulation of the cooling water is stopped (S15).

  As described above, when the inactive cylinder 20b is deactivated, the cooling water on / off valve control unit 53 controls the opening of the cooling water on / off valve 16 until the predetermined condition is satisfied, and supplies the inactive cylinder 20b with the cooling water. By making it circulate, there is no possibility that the cooling water will boil locally. In FIG. 4, both the cooling water temperature and the output of the internal combustion engine are determined to control the closing of the cooling water on / off valve 16. However, only one of the conditions is determined to determine the cooling water on / off valve 16. Close control may be performed.

  Next, the control of the cooling water on / off valve 16 when the inactive cylinder 20b starts re-operation from the inactive state will be described. Since combustion does not occur when the restable cylinder 20b is at rest, the wall temperature of the restable cylinder 20b is lower than the wall temperature of the continuously operated cylinder 20a. Cooling water having a low temperature after passing through the radiator 13 and the heater core 15 circulates in the water jacket of the restable cylinder 20b. For this reason, if the reactivation of the stoppable cylinder 20b and the opening control of the cooling water on / off valve 16 by the cooling water on / off valve control unit 53 are performed simultaneously, the rise in the wall temperature becomes moderate even if combustion occurs in the stoppable cylinder 20b. . As a result, it takes a long time to reach the wall temperature of both the deactivateable cylinder 20b and the continuously operated cylinder 20a to a temperature where the fuel efficiency is good and the fuel efficiency is good, and the combustion efficiency of the entire internal combustion engine is lowered and the fuel efficiency is reduced. Gets worse.

  Therefore, the cooling water on / off valve control unit 53 does not perform the opening control of the cooling water on / off valve 16 immediately after the inactive cylinder 20b starts to operate again, but performs the opening control only when a predetermined condition is satisfied. To circulate cooling water. Each of FIGS. 5A and 5B shows a flow from when the restable cylinder 20b starts re-operation until the cooling water on-off valve 16 is opened to resume the circulation of the cooling water by the control.

  In FIG. 5A, the restable cylinder 20b starts to operate again (S21). Next, it is determined whether or not the coolant circulation delay time t2 has elapsed (S22). After the cooling water circulation delay time t2 has elapsed, the cooling water on / off valve controller 53 controls the opening of the cooling water on / off valve 16 to resume the circulation of the cooling water (S23).

  In FIG. 5B, the restable cylinder 20b starts to operate again (S31). Next, it is determined whether or not the estimated wall temperature tcb of the restable cylinder 20b estimated by the wall temperature estimator 52 is higher than a predetermined wall temperature Te1 (S32). When the estimated wall temperature tcb becomes higher than the predetermined wall temperature Te1, the cooling water on / off valve control unit 53 controls the opening of the cooling water on / off valve 16 to resume the circulation of the cooling water (S33).

  Thus, at the beginning of the re-activatable cylinder 20b, the cooling water on / off valve control unit 53 performs the closing control of the cooling water on / off valve 16 and continues to stop the flow of the cooling water to the incapable cylinder 20b. Only when a predetermined condition is satisfied, the opening control of the cooling water on / off valve 16 is controlled to resume the circulation of the cooling water, so that the temperature of the wall of the restable cylinder 20b is increased rapidly, so that the restable cylinder and the continuous operation are continued. The wall temperature of both cylinders can reach a temperature with good combustion efficiency and good fuel efficiency in a short time.

  When the plurality of restable cylinders 20b are reactivated, the reactivations do not need to be performed at the same time, and can be reactivated independently. Further, the above-described requirements for the opening control of the cooling water on / off valve 16 can also be set independently for each of the restable cylinders 20b.

[Other Embodiments]
In the first embodiment, the branch flow path 11b is formed for each cylinder. However, if there are a plurality of branch flow paths 11b, a plurality of restable cylinders 20b may be connected by one branch flow path 11b. FIG. 6 shows a schematic diagram of the internal combustion engine cooling control device 1 provided with two branch flow paths 11b in which two restable cylinders 20b are connected in series.

  In the first embodiment, both ends of the cylinders 20 arranged in series are continuously operated cylinders 20a, and the other cylinders are deactivated cylinders 20b. However, the arrangement of the continuously activated cylinders 20a and the deactivated cylinders 20b is not limited thereto. Instead, any arrangement can be employed. FIG. 7 is a schematic diagram of the internal combustion engine cooling control device 1 in which continuously operated cylinders 20a and restable cylinders 20b are alternately arranged.

  In the first embodiment, the cooling water on / off valve 16 is an on / off valve that circulates and shuts off the cooling water to / from the water jacket of the incapable cylinder 20b. FIG. 8 shows a schematic diagram of the internal combustion engine cooling control apparatus 1 using the cooling water switching valve 17. The cooling water switching valve 17 is an example of an adjusting unit according to the present invention. In this case, a new branch channel 11c that further branches from the branch channel 11b is formed on the upstream side of the water jacket, and the cooling water switching valve 17 is provided at the branch point between the branch channel 11b and the branch channel 11c. The branch channel 11c is formed so as to join the channel 11 on the downstream side of the water jacket without flowing through the water jacket. When the restable cylinder 20b is operating, the cooling water switching valve 17 is set so that the cooling water flows through the branch flow path 11b. When the stoppable cylinder 20b is stopped and the flow of the cooling water to the stoppable cylinder 20b is shut off, the flow path of the cooling water switching valve 17 is switched so that the cooling water flows through the branch flow path 11c.

  In the first embodiment, some cylinders of the in-line 6-cylinder internal combustion engine are set to the deactivatable cylinder 20b, but the type of the internal combustion engine is not limited to this. For example, some cylinders of an in-line multi-cylinder internal combustion engine other than six cylinders or a V-type multi-cylinder internal combustion engine, or the entire cylinder of one bank of the V-type multi-cylinder internal combustion engine may be the restable cylinder 20b. FIG. 9 shows a schematic diagram in which the internal combustion engine cooling control device 1 is applied to a V-type 8-cylinder internal combustion engine.

  The above embodiments may be combined as much as possible.

  The present invention can be used in an internal combustion engine cooling control device that controls the flow and shut-off of cooling water to an internal combustion engine that has a plurality of cylinders and that some of the cylinders are configured to be inoperative.

1: Internal combustion engine cooling control device 11: flow passages 11a, 11b, 11c: branch flow passage 12: electric pump 16: cooling water on / off valve 17: cooling water switching valve 20: cylinder 20a: continuously operated cylinder 20b: restable cylinder 44 : 1st cooling water temperature sensor 45: 2nd cooling water temperature sensor 51: Cylinder operation control part 52: Wall body temperature estimation part 53: Cooling water on-off valve control part

Claims (4)

An internal combustion engine having a plurality of cylinders and all or some of the cylinders arranged in series;
A part of the cylinders arranged in series, the resting cylinder capable of pausing combustion during operation of the internal combustion engine;
A pump for circulating cooling water to the internal combustion engine;
A plurality of flow paths through which the cooling water flows to the restable cylinder; and a plurality of adjustment sections corresponding to the plurality of flow paths to adjust the flow of the cooling water;
An adjustment control unit that independently controls the adjustment of the flow of the cooling water in the plurality of adjustment units;
An internal combustion engine cooling control apparatus comprising:   The internal combustion engine cooling control device according to claim 1, wherein the plurality of flow paths are provided corresponding to respective cylinders of the restable cylinder.   2. The internal combustion engine cooling control device according to claim 1, wherein the restable cylinders are cylinders other than cylinders arranged at both ends of the cylinders arranged in series.   2. The internal combustion engine cooling control device according to claim 1, wherein the adjustment control unit controls the adjustment unit to block the flow of the cooling water based on an operating state of the internal combustion engine before the stoppable cylinder is stopped.

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