JP2005240723A - Engine control system - Google Patents

Abstract

A friction average effective pressure is used to determine an operating state of an engine, and a cooling system and a lubrication system are optimally controlled.
An illustrated mean effective pressure and a net mean effective pressure based on an oil temperature, an engine speed, a crank angle, an in-cylinder pressure, a step of detecting a strain amount, and a detected state quantity of the engine. Is calculated (S170), the actual friction average effective pressure (A) is calculated based on the indicated average effective pressure and the net average effective pressure (S180), and the standard friction average is calculated from the friction average effective pressure standard map. The step of reading the effective pressure (B) (S190), the actual friction average effective pressure (A) does not match the standard friction average effective pressure (B) (NO in S200), and the actual friction average effective If the pressure (A) is greater than the standard friction average effective pressure (B) (YES in S210), a step including increasing the amount of cooling water or increasing the amount of lubricating oil (S220) is included. To run the gram.
[Selection] Figure 2

Description

  The present invention relates to an engine control system, and in particular, it is possible to accurately determine an operating state of an engine using a friction average effective pressure and optimally control the engine based on the determined operating state to improve engine efficiency. The present invention relates to an engine control system.

  An engine that is mounted on a vehicle and obtains power by mixing and burning fuel and air includes a cooling system for releasing heat generated in a combustion / expansion stroke. Such a cooling system employs a water-cooling type that cools the engine by circulating a coolant such as cooling water with good cooling efficiency. In this cooling system, cooling water is forcibly circulated by a water pump in a cooling water passage called a water gallery provided inside the engine, and heat of the cooling water is radiated by a radiator.

  In addition to the cooling system described above, the engine is provided with a lubrication system. In this lubrication system, engine oil is circulated by an oil pump to supply engine oil to each part of the engine. This engine oil exerts such actions as lubrication, airtightness, cooling, washing, buffering, and rust prevention. The engine oil circulated to each part of the engine is supplied to a high temperature portion at the top of the engine, and heat exchange is performed with the high temperature portion. The engine oil that has reached a high temperature returns to the oil pan, and since the oil pan is in contact with outside air and is located away from the heat generating portion of the engine, the engine oil dissipates heat and cools. In addition, an oil nozzle may be provided in a high-power, high-speed engine, and the vicinity of the piston head is forcibly cooled with engine oil.

  Using such a cooling system and lubrication system to control the cooling water flow rate and engine oil flow rate to efficiently cool the engine is an important factor for maximizing engine efficiency. One. In other words, it is important to cool the engine with an optimal flow rate of cooling water and lubricate the engine with an optimal flow rate of engine oil.

  In relation to such a technique, Japanese Patent Application Laid-Open No. 2003-172140 (Patent Document 1) discloses a cooling system that can control a refrigerant flow in an engine by dividing it into a cylinder head and a cylinder block. This cooling system is a cooling system for cooling an engine including a cylinder head provided with a first cooling flow path for circulating a refrigerant and a cylinder block provided with a second cooling flow path for circulating a refrigerant, A radiator that cools the refrigerant, a high-temperature channel that supplies high-temperature refrigerant from the cylinder head to the radiator, and a low-temperature channel that supplies the refrigerant cooled by the radiator to one or more of the first and second cooling channels; A first thermostat installed in any one of the low temperature channel or the high temperature channel, a branch channel for circulating the refrigerant from the second cooling channel to the high temperature channel, and a branch channel A second thermostat. A main passage through which the refrigerant flows is formed between the second cooling passage and the first cooling passage. In the cylinder section defined as between the main passage and the branch passage, the first cooling passage and the second cooling passage are formed. Control is performed so that the flow of the refrigerant between the flow paths is cut off.

According to this engine cooling system, the cylinder head and cylinder block of the engine can be separated and cooled, so that the cooling efficiency is increased, the uniform operating temperature of the entire engine can be realized, and depending on the load condition of the engine Appropriate engine temperature can be maintained by controlling the flow of refrigerant in the cylinder head and cylinder block. Further, by maintaining the temperature of the refrigerant contained in the cylinder block at an appropriately high temperature, the frictional force of the engine can be reduced, and the fuel consumption of the engine is reduced.
JP 2003-172140 A

  In Patent Document 1, the horizontal axis indicates the engine operating state according to the refrigerant temperature and the lubricating oil temperature at the engine speed, and the vertical axis indicates the average effective pressure of the frictional force generated by each engine operating state. Disclosed figures are disclosed. This friction average effective pressure represents the degree of loss of combustion pressure caused by friction by converting the frictional force generated in the piston and cylinder when the engine is operated into the combustion pressure acting on the piston. The friction average effective pressure can be said to be a value obtained by converting the friction loss (friction) of the engine into a value per displacement. When the engine is rotating at a specific rotational speed, even if the refrigerant temperature is the same, the friction average effective pressure disclosing that the friction average effective pressure (that is, friction loss) decreases as the lubricating oil temperature rises is It is disclosed that the vehicle fuel consumption is improved by about 3 to 4% when it is reduced by about 0.1 bar.

  However, the friction average effective pressure disclosed in Patent Document 1 is merely disclosed to estimate the effect of this cooling system.

  The present invention has been made in order to solve the above-described problems. The object of the present invention is to determine the operating state of the engine based on the friction average effective pressure of the engine, and to provide an engine cooling system and a lubrication system. To provide an engine control system that can be optimally controlled.

  An engine control system according to a first aspect of the present invention includes a detection means for detecting a state quantity in the engine, a calculation means for calculating a first friction average effective pressure in the engine based on the state quantity, Calculation means for calculating the second friction average effective pressure based on the stored information and information calculated based on the state quantity, the first friction average effective pressure, and the second friction average effective Determination means for determining the operating state of the engine based on the pressure.

  According to the first invention, the calculation means detects various state quantities (combustion pressure, engine output shaft twist, engine speed, crank angle, etc.) during operation of the engine, and from these state quantities, The first friction average effective pressure, which is the actual friction average effective pressure of the engine, corresponding to the engine operating state is calculated. Based on the standard friction average effective pressure map stored in advance, the calculation means calculates a second friction average effective pressure that is a standard friction average effective pressure of the engine corresponding to the current operating state of the engine. If the engine operating condition is normal, the first friction average effective pressure and the second friction average effective pressure coincide with each other, but the engine operating condition is abnormal (for example, the engine oil has run out or the engine component has an abnormally high temperature). And the like, the first friction average effective pressure and the second friction average effective pressure do not match. For this reason, the operating means of the engine can be determined by the determination means by comparing these two friction average effective pressures. As a result, it is possible to provide an engine control system that can determine the operating state of the engine based on the friction average effective pressure of the engine.

  In the engine control system according to the second invention, in addition to the configuration of the first invention, the calculating means includes means for calculating the indicated mean effective pressure in the engine based on the state quantity, and the state quantity. And means for calculating a net average effective pressure in the engine and means for calculating a first friction average effective pressure based on the indicated average effective pressure and the net average effective pressure. The calculating means includes means for calculating the second friction average effective pressure based on the map stored in advance, the engine speed and the net average effective pressure.

  According to the second aspect of the invention, the calculated mean effective pressure is calculated by the calculating means based on the combustion pressure that is one of the engine state quantities, and is based on the twist amount of the engine output shaft that is one of the engine state quantities. Then, the net average effective pressure is calculated, and the first friction average effective pressure can be calculated by subtracting the net average effective pressure from the indicated average effective pressure. Based on the standard friction average effective pressure map (a map in which the standard friction average effective pressure can be read based on the engine speed and the net average effective pressure) by the calculating means, the second friction average effective pressure that is the standard friction average effective pressure is obtained. The pressure can be calculated. The engine operating condition can be determined by comparing these two friction average effective pressures.

  In the engine control system according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the determination means has the first friction average effective pressure equal to the second friction average effective pressure. And means for determining that the operating state of the engine is normal.

  According to the third invention, when the first friction average effective pressure representing the actual friction average effective pressure matches the second friction average effective pressure representing the standard friction average effective pressure, the engine operating state Can be determined to be normal.

  In the engine control system according to the fourth aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the determination means is configured such that the first friction average effective pressure does not match the second friction average effective pressure. And means for determining that the operating state of the engine is abnormal.

  According to the fourth invention, if the first friction average effective pressure representing the actual friction average effective pressure does not match the second friction average effective pressure representing the standard friction average effective pressure, the engine operating state Can be determined to be abnormal.

  In the engine control system according to the fifth aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the determination means is configured such that when the first friction average effective pressure is greater than the second friction average effective pressure, Means for determining that the operating state of the engine is abnormal is included. The engine control system further includes control means for improving cooling efficiency in the engine cooling system when the determination means determines that the first friction average effective pressure is greater than the second friction average effective pressure. .

  According to the fifth aspect of the present invention, when the first friction average effective pressure representing the actual friction average effective pressure is larger than the second friction average effective pressure representing the standard friction average effective pressure, the engine is optimally cooled. It is thought that it is not. For this reason, since the cooling efficiency in the engine cooling system is improved by the control means, the operating state of the engine becomes normal and the efficiency of the engine can be improved. As a result, it is possible to provide an engine control system that can determine the engine operating state based on the friction average effective pressure of the engine and optimally control the engine cooling system based on the determination.

  In the engine control system according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the control means includes means for increasing the flow rate of the cooling water.

  According to the sixth aspect of the invention, in order to improve the cooling efficiency of the cooling system, the flow rate of the cooling water can be increased and the engine can be brought into a normal operating state.

  In the engine control system according to the seventh aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the control means includes means for reducing the temperature of the cooling water.

  According to the seventh aspect of the invention, in order to improve the cooling efficiency of the cooling system, the temperature of the cooling water can be lowered to make the engine operating state normal.

  In the engine control system according to the eighth aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the determination means is configured such that when the first friction average effective pressure is greater than the second friction average effective pressure, Means for determining that the operating state of the engine is abnormal is included. The engine control system further includes control means for improving the lubrication efficiency in the engine lubrication system when the determination means determines that the first friction average effective pressure is greater than the second friction average effective pressure. .

  According to the eighth invention, when the first friction average effective pressure representing the actual friction average effective pressure is larger than the second friction average effective pressure representing the standard friction average effective pressure, the engine is optimally engine oil. It is thought that it is not lubricated. For this reason, since the lubrication efficiency in the engine lubrication system is improved by the control means, the operating state of the engine becomes normal and the engine efficiency can be improved. As a result, it is possible to provide an engine control system that can determine the engine operating state based on the friction average effective pressure of the engine and optimally control the engine lubrication system based on the determination.

  In the engine control system according to the ninth aspect of the invention, in addition to the configuration of the eighth aspect of the invention, the control means includes means for increasing the flow rate of the lubricating oil.

  According to the ninth aspect of the invention, in order to improve the lubrication efficiency of the lubrication system, the flow rate of the lubricating oil can be increased and the operating state of the engine can be brought into a normal state.

  In the engine control system according to the tenth invention, in addition to the configuration of the eighth invention, the control means includes means for reducing the temperature of the lubricating oil.

  According to the tenth aspect of the invention, in order to improve the lubrication efficiency of the lubrication system, the temperature of the lubricating oil can be lowered to make the engine operating state normal.

  In the engine control system according to the eleventh aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the determination means is configured such that the first friction average effective pressure is greater than the second friction average effective pressure. Means for determining that the operating state of the engine is abnormal is included. When the determination means determines that the first friction average effective pressure is greater than the second friction average effective pressure, the engine control system controls the engine so that the output of the engine is not more than a predetermined value. And further includes a control means.

  According to the eleventh aspect, when the first friction average effective pressure representing the actual friction average effective pressure is larger than the second friction average effective pressure representing the standard friction average effective pressure, the engine is optimally engine oil. It is thought that it is not lubricated. For this reason, the output of the engine is controlled by the control means so that the output of the engine is not more than a predetermined value. As a result, it is possible to provide an engine control system that can determine the operating state of the engine based on the friction average effective pressure of the engine and control the engine based on the determination.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a control block diagram of an engine control system according to an embodiment of the present invention will be described first with respect to an average effective pressure described in the following description.

  The friction average effective pressure is a numerical value obtained by converting the engine friction loss (friction) into a value per displacement, and is calculated by subtracting the net average effective pressure from the indicated average effective pressure.

  The indicated mean effective pressure is a numerical value obtained by converting work performed by the piston into a value per displacement, and is calculated based on the combustion pressure detected by the in-cylinder pressure sensor. At this time, the work done by the piston becomes work = (force × travel distance) = (combustion pressure at each crank angle × cylinder cross-sectional area × piston speed at that time). It can be calculated by multiplying the piston speed at that time calculated from the number.

  The net average effective pressure is a numerical value obtained by converting the engine output torque to a value per displacement, and is based on a value detected by a strain gauge attached to the end of the engine output shaft (transmission input shaft). Is calculated. The net average effective pressure is calculated by multiplying the strain amount by a predetermined coefficient.

  The friction average effective pressure standard map is a map for calculating a standard friction average effective pressure based on the engine speed and the net average effective pressure, and is stored in a memory of an engine ECU (Electronic Control Unit) described later. Has been.

  As shown in FIG. 1, the engine control system includes an engine ECU 100, an engine speed sensor 200 that detects the engine speed, a crank angle sensor 210 such as an encoder that detects the crank angle of the crankshaft, An oil temperature sensor 220 that detects the oil temperature of the engine oil in the lubrication system and a cooling water temperature sensor 230 that detects the temperature of the cooling water in the engine cooling system are included. All of these sensors output respective state quantities detected by engine ECU 100.

  A combustion pressure sensor 300 is provided in the combustion chamber of the engine. As shown in FIG. 1, in the present embodiment, since a four-cylinder engine is assumed, four combustion pressure sensors are provided. The combustion pressure detected by this combustion pressure sensor 300 is output to engine ECU 100. Further, a strain gauge 310 is provided at the rearmost end (transmission input shaft) of the crankshaft of the engine, and a strain amount detected by the strain gauge 310 is output to the engine ECU 100.

  As shown in FIG. 1, an engine oil supply device 400 for lubricating engine oil and an engine oil supply amount control device 410 are provided as an engine lubrication system.

  The engine oil supply amount control device 410 is, for example, an on-off valve that communicates with a piston jet or a bore jet. An engine oil supply amount control device 410 is communicated with these piston jets and bore jets, and on-off valves respectively communicated with the piston jets and bore jets are opened and closed based on control signals from the engine ECU 100. Engine oil is discharged from the piston jet when the jet on-off valve communicating with the piston jet is opened, and engine oil is discharged from the bore jet when the jet on-off valve communicating with the bore jet is opened.

  Further, the engine oil supply device 400 is controlled in speed based on a control signal (control duty) from the engine ECU 100, and the discharge amount and discharge pressure of the engine oil from the engine oil supply device 400 are controlled.

  Further, an engine oil temperature control device 420 is provided in the engine lubrication system. The engine oil temperature control device 420 controls the temperature of the engine oil to be cooled based on a control signal (control duty) from the engine ECU 100 so that the temperature of the engine oil discharged from the engine oil supply device 400 is controlled. Be controlled.

  As shown in FIG. 1, a cooling water amount control device 500, a cooling water temperature control device 510, and a cooling water channel shape control device 520 are provided as an engine cooling system.

  Cooling water amount control device 500 is, for example, a pump for circulating cooling water between a radiator, a water gallery, and a radiator hose, and the operation of the device is controlled based on a control signal (control duty) from engine ECU 100. The discharge amount and discharge pressure of the cooling water from the apparatus are controlled.

  The cooling water temperature control device 510 is provided at the cooling water outlet of the engine that sends the cooling water to the radiator. When the liquid temperature is lower than the set temperature, the cooling water temperature control device 510 closes the thermostat, and the cooling water is not sent to the radiator but circulates through the bypass passage. Therefore, heat dissipation is not performed. This can accelerate the temperature rise of the cooling water. Further, when the liquid temperature becomes high, the thermostat opens, and the cooling water passes through the normal cooling path, so that the appropriate temperature is maintained by the heat radiation by the radiator.

  In addition to the basic thermostat function, the cooling water temperature control device 510 forcibly opens, for example, a thermostat (a valve that opens or closes depending on the cooling water temperature) based on a control signal from the engine ECU 100. The circulation amount of the cooling water can be controlled by closing or closing.

  The cooling channel shape control device 520 is provided, for example, in a water jacket of a cylinder block, and is originally provided to raise the bore wall temperature. For example, the shape of the water channel can be changed by using a shape memory alloy or the like, or by using an actuator that forcibly changes the water channel shape, and the amount of cooling water in the cooling system can be controlled.

  The reason why the engine ECU 100 controls the engine oil supply device 400, the engine oil supply amount control device 410, and the engine oil temperature control device 420 in the lubrication system is to control the lubrication efficiency in the lubrication system. The reason why engine ECU 100 controls cooling water amount control device 500, cooling water temperature control device 510, and cooling water channel shape control device 520 in the cooling system is to control cooling efficiency in the cooling system. Therefore, as long as it controls the lubrication efficiency of the lubrication system, it is not limited to the engine oil supply device 400, the engine oil supply amount control device 410, and the engine oil temperature control device 420, but controls the cooling efficiency of the cooling system. If possible, the cooling water amount control device 500, the cooling water temperature control device 510, and the cooling water channel shape control device 520 are not limited.

  A control configuration of a program executed by engine ECU 100 of FIG. 1 will be described with reference to FIG.

  In step (hereinafter step is abbreviated as S) 100, engine ECU 100 determines whether or not the engine has started. When the engine starts (YES in S100), the process proceeds to S110. If not (NO in S100), the process returns to S100 and waits until the engine starts.

  In S110, engine ECU 100 measures the oil temperature of the engine oil based on the signal from oil temperature sensor 220. In S120, engine ECU 100 determines whether or not the measured oil temperature of the engine oil is higher than a specified value. If the oil temperature of the engine oil is higher than the specified value (YES in S120), the process proceeds to S130. If not (NO in S120), the process returns to S110.

  In S130, engine ECU 100 detects the engine speed based on a signal from engine speed sensor 200. In S140, engine ECU 100 detects the crank angle based on a signal from crank angle sensor 210.

  In S150, engine ECU 100 detects the in-cylinder pressure based on the signal from combustion pressure sensor 300. In S160, engine ECU 100 detects the amount of strain based on the signal from strain gauge 310.

  In S170, engine ECU 100 calculates an indicated average effective pressure and a net average effective pressure. At this time, the indicated mean effective pressure is calculated by calculating using the piston speed at that time calculated from the in-cylinder pressure at each crank angle and the engine speed and a predetermined coefficient as described above. Is done. In addition, as described above, the net average effective pressure is a coefficient predetermined for the amount of strain detected by the strain gauge 310 provided at the rearmost end of the crankshaft because the output torque can be detected as torsion of the engine output shaft. It is calculated by multiplying.

  In S180, engine ECU 100 calculates an actual friction average effective pressure (A). At this time, engine ECU 100 calculates actual friction average effective pressure (A) by subtracting net average effective pressure from the indicated average effective pressure calculated in S170.

  In S190, engine ECU 100 reads the standard friction average effective pressure (B) from the friction average effective pressure standard map. At this time, the standard friction average effective pressure (B) is read based on the detected engine speed and the net average effective pressure.

  In S200, engine ECU 100 determines whether or not actual friction average effective pressure (A) matches standard friction average effective pressure (B). If the actual friction average effective pressure (A) matches the standard friction average effective pressure (B) (YES in S200), the process ends. If not (NO in S200), the process proceeds to S210.

  In S210, engine ECU 100 determines whether or not actual friction average effective pressure (A) is larger than standard friction average effective pressure (B). If actual friction average effective pressure (A) is larger than standard friction average effective pressure (B) (YES in S210), the process proceeds to S220. Otherwise (NO in S210), this process ends.

  In S220, engine ECU 100 causes engine oil supply device 400, engine oil supply amount control device 410, engine oil temperature control device 420, and cooling water amount control device 500 to increase the amount of cooling water and / or increase the amount of lubricating oil. Then, control signals are output to the cooling water temperature control device 510 and the cooling water channel shape control device 520.

  The operation of the engine control system according to the present embodiment based on the above-described structure and flowchart will be described.

  When the engine is started (YES in S100), the oil temperature of the engine oil in the engine lubrication system is measured (S110). If the oil temperature of the engine oil is higher than the specified value (YES in S120), the engine speed is detected (S130), the crank angle is detected (S140), the in-cylinder pressure is detected (S150), and the strain amount is It is detected (S160).

  Based on the detected state quantity of the engine, the indicated mean effective pressure and the net mean effective pressure are calculated (S170). By subtracting the net mean effective pressure from the calculated indicated mean effective pressure, the actual average friction effective pressure ( A) is calculated (S180).

  Based on the friction average effective pressure standard map, the standard friction average effective pressure (B) is read. At this time, the standard friction average effective pressure (B) is read from the engine speed and the net average effective pressure.

  If actual friction average effective pressure (A) matches standard friction average effective pressure (B) (YES in S200), it is determined that the engine is operating normally. No new control is performed on the system.

  On the other hand, the actual friction average effective pressure (A) does not match the standard friction average effective pressure (B) (NO in S200), and the actual friction average effective pressure (A) is the standard friction average effective pressure ( If it is greater than (B) (YES in S210), engine oil shortage, abnormal temperature rise of engine components, etc. have occurred, and actual friction average effective pressure (A) becomes standard friction average effective pressure ( It is thought that it became larger than B). Therefore, the engine ECU 100 increases the amount of cooling water and the amount of lubrication (S220), and improves the cooling efficiency by the engine cooling system and the lubrication efficiency in the engine lubrication system, so that the engine is in a normal state. It is controlled to become.

  As described above, the engine control system according to the present embodiment detects various state quantities (combustion pressure, engine output shaft twist, engine speed, crank angle, etc.) while the engine is in operation, From these state quantities, an actual friction average effective pressure corresponding to the current engine operating state is calculated. Further, based on the standard friction average effective pressure map stored in advance, the standard friction average effective pressure corresponding to the current operating state of the engine is calculated. If the actual friction average effective pressure and the standard friction average effective pressure match, it is determined that the engine operating state is normal. If these actual friction average effective pressures do not coincide with the standard friction average effective pressure, it is determined that the engine is abnormal.

  In particular, if the actual friction average effective pressure is greater than the standard friction average effective pressure, the cooling efficiency of the engine cooling system is reduced and / or the lubricating efficiency of the engine lubrication system is reduced. Can be considered. Therefore, in this control system, the cooling efficiency of the cooling system is improved or the lubricating efficiency of the lubrication system is improved so that the engine is in a normal state and the engine is optimally controlled to improve the engine efficiency. be able to.

  In the above-described embodiment, the engine ECU 100 has been described as controlling the lubrication efficiency in the lubrication system or the cooling efficiency in the cooling system, but the present invention is not limited to this. The engine may be controlled by controlling the intake air amount control device 600 and the fuel injection device 610 so that the engine output itself becomes an output equal to or lower than a predetermined value.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of an engine control system according to an embodiment of the present invention. It is a flowchart which shows the control structure of the program performed by engine ECU of FIG.

Explanation of symbols

  100 engine ECU, 200 engine speed sensor, 210 crank angle sensor, 220 oil temperature sensor, 230 cooling water temperature sensor, 300 combustion pressure sensor, 310 strain gauge, 400 engine oil supply device, 410 engine oil supply amount control device, 420 engine Oil temperature control device, 500 cooling water amount control device, 510 cooling water temperature control device, 520 cooling water channel shape control device, 600 intake air amount control device, 610 fuel injection device.

Claims (11)

Detection means for detecting a state quantity in the engine;
Calculation means for calculating a first friction average effective pressure in the engine based on the state quantity;
Calculation means for calculating a second friction average effective pressure based on information stored in advance and information calculated based on the state quantity;
An engine control system comprising: determination means for determining an operating state of the engine based on the first friction average effective pressure and the second friction average effective pressure. The calculating means for calculating an indicated mean effective pressure in the engine based on the state quantity; a means for calculating a net average effective pressure in the engine based on the state quantity; Means for calculating a first friction average effective pressure based on the indicated mean effective pressure and the net average effective pressure;
The calculation means includes means for calculating a second friction average effective pressure based on the map stored in advance, the engine speed, and the net average effective pressure. The engine control system described.   The determination means includes means for determining that an operating state of the engine is normal when the first friction average effective pressure matches the second friction average effective pressure. The engine control system according to 1 or 2.   The determination means includes means for determining that the operating state of the engine is abnormal if the first friction average effective pressure does not coincide with the second friction average effective pressure. The engine control system according to 1 or 2. The determination means includes means for determining that the operating state of the engine is abnormal when the first friction average effective pressure is greater than the second friction average effective pressure,
When the determination means determines that the first friction average effective pressure is greater than the second friction average effective pressure, the engine control system improves cooling efficiency in the engine cooling system. The engine control system according to claim 1, further comprising a control means.   6. The engine control system according to claim 5, wherein the control means includes means for increasing a flow rate of cooling water.   The engine control system according to claim 5, wherein the control means includes means for reducing a temperature of the cooling water. The determination means includes means for determining that the operating state of the engine is abnormal when the first friction average effective pressure is greater than the second friction average effective pressure,
When the determination means determines that the first friction average effective pressure is greater than the second friction average effective pressure, the engine control system improves the lubrication efficiency in the engine lubrication system. The engine control system according to claim 1, further comprising a control means.   The engine control system according to claim 8, wherein the control means includes means for increasing a flow rate of the lubricating oil.   The engine control system according to claim 8, wherein the control means includes means for reducing the temperature of the lubricating oil. The determination means includes means for determining that the operating state of the engine is abnormal when the first friction average effective pressure is greater than the second friction average effective pressure,
When it is determined by the determination means that the first friction average effective pressure is greater than the second friction average effective pressure, the engine control system reduces the engine output to a predetermined value or less. The engine control system according to claim 1, further comprising control means for controlling the engine as described above.

Images