JP2018189023A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make compatible both the improvement of fuel economy and engine stall resistance, in a vehicle having a lockup clutch.SOLUTION: In a control device 40 of a vehicle which is employed to the vehicle having a transmission 20 having a torque converter 21 comprising a lockup clutch (L/U) 21d, sets a target value of a rotation number in an idling operation state of an engine 10, and is constituted so that an intake amount of the engine 10 is controlled so as to maintain the engine rotation number at the target value in that state, the control device 40 sets a value of an L/U fastenable minimum rotation number large by a prescribed value on the basis of the target value, also sets the target value small as a vehicle speed becomes high while the vehicle speed is not lower than a prescribed speed, and within a range lower than an L/U fastenable minimum speed when the vehicle travels in the idling operation state, and advances the ignition timing of the engine 10 so as to maintain the engine rotation number at a preset engine stall avoidance rotation number.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device including a lock-up clutch.

  Conventionally, in a vehicle, if the engine speed is equal to or higher than a predetermined speed when the vehicle decelerates due to a driver's accelerator-off operation or the like, the control device supplies fuel to the engine to improve fuel efficiency. A vehicle that performs so-called fuel cut control is known. In such a vehicle, after the fuel cut control is performed, if the engine speed decreases below the fuel cut return speed for determining the restart of the fuel supply, the control device restarts the fuel supply to the engine. Control is performed so that engine stall may occur at the time of restart. Therefore, it is necessary to restart the fuel supply in consideration of the driving state of the vehicle so as not to cause the occurrence, that is, not to reduce the engine stall resistance.

  As an example, for example, in the vehicle of Patent Document 1, the lower the engine temperature, the higher the fuel cut return rotational speed is set. In this case, the lower the engine temperature, the more fuel supply is resumed at a higher engine speed. Further, in this conventional vehicle, the minimum number of rotations that can be engaged with a lockup clutch used to determine the start of engagement of a lockup clutch provided in the torque converter of the transmission (the lowest number of rotations that can be engaged with L / U). Is set higher than the fuel cut return rotational speed. In this case, the fuel supply to the engine after the fuel cut control is resumed with the lock-up clutch released. As a result, the conventional vehicle has improved engine stall resistance.

JP 2012-237198A

  By the way, the above-mentioned fuel cut return rotational speed must be set higher than the rotational speed in the idling state of the engine (idle rotational speed) in order to avoid a decrease in the engine stall resistance performance when the fuel supply is resumed. Therefore, in this case, in the conventional vehicle, the minimum rotation speed at which the L / U can be fastened is inevitably set to a large value. As a result, the range in which the lock-up clutch can be engaged in the range of the engine output region is narrowed, and the fuel efficiency is degraded.

  In order to improve the fuel efficiency, it is conceivable to lower the minimum rotation speed at which L / U can be engaged. For that purpose, the idle rotation speed is lowered, specifically, the target value for controlling it is set low. There is a need. However, in such a case, if the engine idle speed is controlled to be low in accordance with the target value, the engine stall resistance may be reduced, or the vehicle body may vibrate due to resonance caused by the low idle speed. .

  Therefore, an object of the present invention is to provide a vehicle control device that can achieve both improvement in fuel efficiency and resistance to engine stall in a vehicle having a lock-up clutch.

  A vehicle control device according to the present invention is applied to a vehicle including an engine and a transmission having a torque converter including a lock-up clutch, and sets a target value of the rotational speed in an idle operation state of the engine. The vehicle control device is configured to control the intake air amount of the engine so as to maintain the engine speed at the target value in the idle operation state. The vehicle control device further sets the value of the minimum rotation speed at which the lockup clutch can be engaged based on the target value to be increased by a predetermined value, and when the vehicle travels in the idle operation state, the vehicle speed is As long as the vehicle speed increases, the target speed increases as long as the vehicle speed is higher than a predetermined speed and within the range of the minimum speed at which the lockup clutch can be engaged together with the minimum speed at which the lockup clutch can be engaged. While the value is set small, the ignition timing of the engine is advanced so as to maintain the rotational speed of the engine at a predetermined rotational speed to avoid engine stall.

  In the vehicle control device according to the present invention, while the vehicle speed is in a range equal to or higher than a predetermined speed and less than the minimum speed at which the lockup clutch can be engaged, the higher the vehicle speed, the higher the target rotational speed in the engine idling state The value is set small. As the target value decreases, the minimum number of rotations at which the lockup clutch can be engaged is decreased by a predetermined value, so that fuel efficiency can be improved. In addition, along with the decrease in the target value, the ignition timing of the engine is advanced so that the rotational speed of the engine is maintained at a rotational speed for avoiding a predetermined engine stall. Thereby, engine stall performance can be improved.

  Therefore, according to the vehicle control apparatus of the present invention, it is possible to improve both fuel efficiency and engine stall resistance in a vehicle having a lock-up clutch.

It is a skeleton figure which shows the structure of the vehicle which concerns on one Embodiment of this invention. It is a block diagram of the control apparatus of the vehicle which concerns on one Embodiment of this invention. It is a conceptual diagram which shows the concept about the control which makes an idle target rotation speed low so that a vehicle speed is high. It is a flowchart for demonstrating control of the low idling target rotation speed which the control apparatus of a vehicle implements.

  Embodiments of the present invention will be described below. The present embodiment is a vehicle such as an automobile equipped with an automatic transmission, and this vehicle is provided with a vehicle control device to which the present invention is applied.

  FIG. 1 is a skeleton diagram showing the configuration of the vehicle of the present embodiment.

  The engine 10 is an internal combustion engine using gasoline as fuel, and an intake passage 11 and an exhaust passage 13 are connected to the main body of the engine 10. The engine 10 includes a spark plug (not shown) for igniting the air-fuel mixture. The intake passage 11 is provided with an electronically controlled throttle valve 12 for adjusting the intake air amount (intake amount) of the engine 10. The intake passage 11 is provided with a fuel injection valve (not shown) on the downstream side of the throttle valve 12. As the fuel injection format, an in-cylinder injection method may be adopted instead of the port injection method.

  The automatic transmission 20 includes a torque converter 21 to which power from the engine 10 is input, and a transmission gear unit 22 that shifts power transmitted from the torque converter 21 at a predetermined speed ratio and outputs the power after the speed change. And have.

  The torque converter 21 is connected to a crankshaft 14 that is an output shaft of the engine 10 and receives power, a turbine impeller 21b that is connected to an input shaft 23a of the transmission gear unit 22 and outputs power, A stator 21c provided between them and provided with a one-way clutch. The torque converter 21 is provided with a lock-up clutch 21d. The lock-up clutch 21d can be controlled to any state between the engaged state and the released state by supplying hydraulic oil. When the lock-up clutch 21d is engaged, the power of the engine 10 is directly transmitted to the transmission gear unit 22 without using the hydraulic oil charged in the torque converter 21.

  The transmission gear unit 22 is configured as a stepped automatic transmission, and includes a gear mechanism that forms a gear ratio of each gear stage, and a clutch or brake that engages or disengages a rotating element included in the gear mechanism. The friction engagement elements are provided (both not shown). A shift operation instruction to the transmission gear unit 22 is performed by positioning a shift lever (not shown) in any of a plurality of ranges including N (neutral) and D (drive) by a driver's operation. . In the transmission gear unit 22, the frictional engagement element is actuated in an engaged state or a released state in accordance with the position of the shift lever, thereby performing a shift operation. For example, when the shift lever is positioned in the “D” range, the transmission gear unit 22 selects the first forward speed from when the vehicle is stopped until the vehicle starts, and the friction is set so that the gear ratio is formed. The engagement element is actuated. Further, when the shift lever is positioned in the “N” range, in the transmission gear unit 22, the friction engagement element is operated so as to be in a power cutoff state in which the engine power is not transmitted to the drive wheels. The transmission gear unit 22 may be a continuously variable automatic transmission.

  The output shaft 23b of the automatic transmission 20 (transmission gear portion 22) is connected to a final reduction gear 30 including a differential gear, and left and right wheels (drive wheels W) are connected to the final reduction gear 30 via the axle. Each is connected. As a result, the power output from the output shaft 23 b is transmitted to the left and right drive wheels W via the final reduction gear 30.

  Next, the configuration of the control device provided in the vehicle of the present embodiment will be described with reference to FIG.

  As shown in FIG. 2, the vehicle of this embodiment includes an electronic control unit (ECU) 40 as a control device for overall control of the vehicle. The ECU 40 corresponds to a vehicle control device to which the present invention is applied. The ECU 40 includes a microprocessor (CPU). The CPU includes a ROM that stores a control program, various map data, and the like, a RAM that temporarily stores data calculated by the CPU, and the like, and a CPU. I / O ports (both not shown) are connected. The CPU operates an actuator (not shown) or the like via the I / O port, thereby operating the engine 10, the throttle valve 12, the lockup clutch 21 d, the transmission gear unit 22, and the like included in the vehicle according to the present embodiment. Can be controlled. The CPU can also control the operation of the fuel injection device that controls the fuel supply by the fuel injection valve and the ignition device that controls the ignition of the spark plug (both not shown) via this I / O port. Further, the CPU can acquire various types of information related to the state of the vehicle from a plurality of sensors provided in the vehicle of the present embodiment via the I / O port.

  As a sensor connected to the ECU 40, the vehicle includes a crank angle sensor 41 that detects the rotation angle of the crankshaft 14 that is the output shaft of the engine 10, and an input shaft rotation that detects the rotation speed of the input shaft 23 a of the transmission gear unit 22. A number sensor 42, a transmission output shaft rotational speed sensor 43 for detecting the rotational speed of the output shaft 23b of the transmission gear unit 22 (automatic transmission 20), and the like are provided. The crank angle sensor 41 also functions as an engine speed sensor that detects the engine speed, and the transmission output shaft speed sensor 43 also functions as a vehicle speed sensor that detects the vehicle speed. Further, the vehicle includes an accelerator opening sensor 44 that detects the amount of depression of the accelerator pedal (accelerator opening) operated by the driver, a throttle opening sensor 45 that detects the opening of the throttle valve 12, and an intake air of the engine 10. An intake air amount (air flow) sensor 46 for detecting the amount is provided. Further, the vehicle includes a brake switch 47 that switches on and off according to the state of a brake pedal operated by the driver, and a shift position sensor that detects a shift position (selected range) held by the shift lever. 48, etc. are also provided.

  In the vehicle of the present embodiment, control of the engine speed (idle speed) during idling of the engine 10 is performed by adjusting the intake air amount of the engine 10 by adjusting the opening degree of the throttle valve 12 by the ECU 40. Specifically, the ECU 40 sets an idle target rotational speed as a rotational speed at which the engine 10 can be idled without causing a stall, and sets the actual rotational speed (idle rotational speed) of the engine 10 to the idle target rotational speed. The intake air amount during idle operation is adjusted by feedback control so as to maintain the number. That is, the idle target speed is used as a target value for controlling the idle speed of the engine 10.

  Further, the vehicle of the present embodiment has a function of performing the fuel cut control described above. The fuel cut control is executed by the ECU 40 when the engine speed is equal to or higher than a predetermined speed when the vehicle is decelerated by a driver's accelerator-off operation or the like.

  In the above description, the intake air amount during the idling operation of the engine 10 has been described as being adjusted by adjusting the opening of the throttle valve 12. However, the present invention is not limited to this, and a bypass passage that bypasses the intake passage 11 is provided, and an idle control valve is provided in the bypass passage. You may make it adjust the inhalation | air_intake amount at the time. In such a case, during idle operation, the throttle valve 12 is closed so that air is supplied to the engine 10 via the bypass passage.

  By the way, if the idling speed of the engine 10 is kept high in order to improve the engine stall resistance, etc., as described above, the fuel cut return rotation for determining the resumption of fuel supply after the fuel cut control is performed. The number needs to be set higher than the idling speed. In such a case, it is necessary to set the minimum rotation speed at which the lockup clutch can be engaged (the minimum rotation speed at which L / U can be engaged) higher than the fuel cut return rotation speed. The range in which the lock-up clutch can be engaged is narrowed, and the fuel efficiency is lowered. Here, in terms of engine stall resistance, when a vehicle travels, the higher the vehicle speed in that travel, the greater the rotational driving force transmitted from the transmission side to the engine due to the inertial force of the power transmission system. Improves engine stall performance. That is, if the vehicle speed of the vehicle during traveling is high, it is considered that there is little possibility of reducing the engine stall resistance even if the engine idling speed is lowered. In a vehicle equipped with an automatic transmission having a torque converter, so-called creep travel is known in which the vehicle travels by power at an idle speed output from an engine in an idle operation state. If the vehicle speed is high, it is considered that the idling speed of the engine can be lowered.

  Therefore, in the vehicle of the present embodiment, control is performed to decrease the idle target rotational speed as the traveling vehicle speed increases. Hereinafter, this control will be described with reference to FIG. 3 showing the concept of the control.

  As shown in FIG. 3, in the vehicle of the present embodiment, after the start of traveling, the idle target as the target value of the idle speed is set to improve the engine stall resistance while the vehicle speed does not reach a predetermined speed. Set the number of revolutions high. Specifically, when the vehicle speed is equal to or higher than “V0 km / h (speed when the vehicle is stopped)” and lower than “V1 km / h (predetermined speed)”, the target idle speed is set to “N1 rpm”. To. This higher setting is also for avoiding the occurrence of vibration of the vehicle body due to resonance caused by the idling speed controlled based on the setting. Then, based on the set idle target rotational speed, the value is set larger by a predetermined value in the order of the fuel cut return rotational speed and the minimum rotational speed at which L / U engagement is possible. Specifically, based on the set idle target rotation speed “N1 rpm”, the fuel cut return rotation speed is “N2 rpm”, and the minimum rotation speed at which the L / U can be engaged is “N3 rpm”, respectively. Try to set it as large as possible.

  On the other hand, while the vehicle speed is in a range (low rotation control range) that is equal to or higher than the predetermined speed and less than the minimum speed at which the lock-up clutch can be engaged (the lowest speed at which L / U can be engaged), Set the target speed to a small value. Specifically, while the vehicle speed is in the low rotation control range, that is, in the range of “V1 km / h” or more and less than “V2 km / h (minimum speed at which L / U can be engaged)”, the target idle speed is set to “N1 rpm To "N1'rpm", the value is set to a smaller value as the vehicle speed increases. In other words, after the vehicle speed becomes “V1 km / h”, even if the engine idling speed decreases by setting the idling target engine speed to a low value, the engine stall resistance can be lowered at that vehicle speed. This is because there is little nature. The minimum speed at which L / U can be engaged is a threshold used to determine the start of engagement of the lockup clutch 21d together with the above-described minimum rotation speed at which L / U can be engaged. Further, based on the set idling target rotational speed that is set to be small, the values are set larger by a predetermined value in the order of the fuel cut return rotational speed and the minimum rotational speed at which L / U can be engaged. As a result, the fuel cut return rotational speed changes from “N2 rpm” to “N2 ′ rpm” based on the idle target rotational speed that is set to a smaller value such as “N1 rpm” to “N1 ′ rpm” as the vehicle speed increases. The lowest possible rotation speed is set to be smaller as the vehicle speed increases, such as “N3 rpm” to “N3 ′ rpm”. Note that after the vehicle speed becomes “V2 km / h”, the idle target speed is maintained at “N1 ′ rpm”. Thus, in the vehicle of this embodiment, after the vehicle speed reaches a predetermined speed ("V1 km / h" in FIG. 3), L / U engagement can be performed by decreasing the idle target rotational speed as the vehicle speed increases. The minimum speed is reduced to improve fuel efficiency.

  By the way, when the idling target speed is reduced in this way, the intake speed of the engine 10 is reduced as the idling speed of the engine 10 is controlled in accordance with the low target value. In addition, there is a possibility that vibration is generated in the vehicle body due to resonance caused by the idling speed controlled to be low. Therefore, in order to cope with this, in the vehicle of the present embodiment, the ignition timing of the engine is advanced, and the idling engine speed of the engine 10 is set to a predetermined engine speed for avoiding a decrease in engine stall performance. The engine speed is maintained at (the engine stall avoidance speed). The engine stall avoidance speed is set to the same value as the high idle target speed when the vehicle is stopped, for example. Specifically, the engine stall avoiding rotation speed is set to “N1 rpm”, which is a high (large) idle target rotation speed when the vehicle speed is “V0 km / h”, for example, as shown in FIG. In order to improve fuel efficiency, it is desirable to set the engine stall avoidance speed so as to be equal to or higher than the minimum speed at which L / U engagement is possible at the lowest speed at which L / U engagement is possible. Specifically, for example, as shown in FIG. 3, the engine stall avoiding rotation speed is set so that the vehicle speed is equal to or higher than the minimum rotation speed at which the L / U engagement is possible at “V2 km / h”, “N3 ′ rpm”. Is desirable.

  In the vehicle according to the present embodiment, such control is performed by the ECU 40 that is a vehicle control device, thereby making it possible to improve both fuel efficiency and engine stall resistance.

  Hereinafter, the control for lowering the idling target speed performed by the ECU 40 will be described with reference to the flowchart of FIG. Note that the ECU 40 of the present embodiment repeats the processing of this flowchart at predetermined time intervals, for example, while the automatic transmission is set to a travel range such as the D (drive) range by the driver's speed change operation. Is configured to run. Further, the ECU 40 of the present embodiment is configured to separately execute a control program for controlling the engine idle speed and for returning from the fuel cut during the interval of repeatedly executing the processing of this flowchart. ing. In addition, since these controls are well-known, the description is abbreviate | omitted.

  When the processing of the flowchart is started, in step S1, the ECU 40 acquires information detected by the transmission output shaft rotational speed sensor (vehicle speed sensor) 43 as vehicle speed information.

  Next, in step S2, the ECU 40 sets the target idle speed based on the acquired vehicle speed information. The setting of the idle target rotation speed is performed using, for example, a value (rotation speed) obtained by searching map data stored in advance in a ROM or the like based on the vehicle speed.

  Next, in step S3, the ECU 40 sets the fuel cut return rotation speed larger by a predetermined value based on the set idle target rotation speed. The fuel cut return rotational speed is set using, for example, a return value (rotational speed) obtained by giving the set idle target rotational speed as an argument to a function stored in advance in a ROM or the like. To do.

  Next, in step S4, the ECU 40 sets the minimum rotational speed at which L / U engagement is possible by a predetermined value based on the set fuel cut return rotational speed. For example, the minimum rotation speed at which L / U can be engaged is set by using a return value (rotation speed) obtained by giving the fuel cut return rotation speed as an argument to a function stored in advance in a ROM or the like. To do.

  Next, in step S5, the ECU 40 acquires information detected by the crank angle sensor (engine speed sensor) 41 as information on the engine speed.

  Next, in step S6, the ECU 40 determines whether or not the engine speed is below a predetermined engine stall avoidance speed based on the acquired information. If the ECU 40 determines that the engine speed is lower than the engine stall avoidance speed (less than the engine speed), the ECU 40 proceeds to the process of step S7 (Yes side). On the other hand, if the ECU 40 determines that the engine speed is equal to or higher than the engine stall avoidance speed, the ECU 40 proceeds to the process of step S8 (No side).

  Next, in step S7, the ECU 40 controls the ignition device (not shown) to advance the ignition timing of the engine so as to maintain the idle speed of the engine 10 at the engine stall avoidance speed.

  Next, in step S8, the ECU 40 determines whether or not the engine rotational speed is equal to or higher than the minimum rotational speed at which the L / U engagement is possible based on the information on the engine rotational speed acquired above. If the ECU 40 determines that the engine speed is equal to or higher than the minimum speed at which the L / U can be engaged, the ECU 40 proceeds to the process of step S9 (Yes side). On the other hand, when the ECU 40 determines that the engine speed is lower than the lowest possible rotation speed of the L / U (less than the lower speed), the ECU 40 proceeds to the process of step S11 (No side).

  Next, in step S9, the ECU 40 determines whether or not the vehicle speed is equal to or higher than the minimum speed at which the L / U engagement can be set based on the vehicle speed information acquired above. When the ECU 40 determines that the vehicle speed is equal to or higher than the minimum speed at which the L / U can be engaged, the ECU 40 proceeds to the process of step S10 (Yes side). On the other hand, when the ECU 40 determines that the vehicle speed is lower than the minimum speed at which the L / U can be engaged (less than that speed), the ECU 40 proceeds to the process of step S11 (No side).

  Next, in step S10, when the state of the lock-up clutch 21d is in the released state, the ECU 40 controls and engages the lock-up clutch 21d so that it is engaged. The processing here is omitted. Then, the ECU 40 ends this routine.

  In step S11, the ECU 40 controls to release the lock-up clutch 21d when the lock-up clutch 21d is in the engaged state, so that the lock-up clutch 21d is not engaged. Is omitted. Then, the ECU 40 ends this routine.

  As described above, in the vehicle according to the present embodiment, for example, when the automatic transmission is set to a travel range such as the D (drive) range by the driver's shift operation, the ECU 40 that is the vehicle control device performs idle Control for lowering the target rotational speed (processing in steps S1 to S11) is performed. In this control, the idle target rotation speed is set based on the vehicle speed information acquired through the sensor, and the fuel cut return rotation speed and the minimum L / U engagement possible speed are set based on the set idle target rotation speed. In order of the number of rotations, the value is set larger by a predetermined value (steps S1 to S4). Here, the idle target rotation speed is a range (low rotation) where the vehicle speed is equal to or higher than a predetermined speed (V1 km / h in FIG. 3) and less than a minimum speed at which L / U can be engaged (V2 km / h in FIG. 3). The value is set so as to decrease as the vehicle speed increases (such as from N1 rpm to N1 ′ rpm in FIG. 3). Further, based on the set idling target rotational speed in this way, the fuel cut return rotational speed and the minimum rotational speed at which L / U can be engaged are respectively changed from N2 rpm to N2 ′ rpm in FIG. 3 and from N3 rpm. It is set so as to decrease as the vehicle speed increases (such as N3'rpm). In this case, after the vehicle speed reaches the predetermined speed, the idle target rotation speed is decreased as the vehicle speed increases, so that the minimum rotation speed at which L / U engagement is possible is decreased. Therefore, in the vehicle of the present embodiment, the range in which the lockup clutch can be engaged in the range of the engine output region is widened for the reduced amount compared to the case where such control is not performed. The fuel efficiency of the vehicle can be improved.

  Further, in the above control, based on the information on the engine speed acquired through the sensor, it is determined whether or not the engine speed is lower than the engine stall avoiding speed, and when it is determined that the engine speed is lower than that The ignition timing of the engine is advanced so that the idle speed of the engine 10 is maintained at the engine stall avoidance speed (steps S5 to S7). Therefore, as described above, when the idle target rotation speed is set so as to decrease as the vehicle speed increases while the vehicle speed is within the low rotation control range, the target value is set by the control by adjusting the intake air amount. At the same time, the engine idling speed is to be reduced. However, when the engine speed is to be reduced, the engine ignition timing is advanced so that the engine idle speed is controlled not to fall below the engine stall avoidance speed. In the vehicle of the present embodiment, the engine stall avoiding rotational speed is set in advance to the same value as, for example, a high idle target rotational speed when the vehicle is stopped (N1 rpm at the vehicle speed V0 km / h in FIG. 3). Therefore, in the vehicle according to the present embodiment, the deterioration of the engine stall resistance is suppressed, and the occurrence of vibrations in the vehicle body is suppressed because the occurrence of resonance is suppressed according to the idling speed.

  Therefore, in the vehicle of this embodiment, in the vehicle provided with the lock-up clutch, it is possible to achieve both improvement in fuel efficiency and improvement in engine stall resistance.

10 Engine 11 Intake Passage 12 Throttle Valve 14 Crankshaft 21 Torque Converter 21d Lock-up Clutch 40 Electronic Control Unit (ECU)
41 Crank angle sensor (engine speed sensor)
43 Transmission output shaft speed sensor (vehicle speed sensor)
45 Throttle opening sensor 46 Intake air amount sensor 47 Brake switch 48 Shift position sensor

Claims (1)

Applied to a vehicle comprising an engine and a transmission having a torque converter with a lock-up clutch,
A target value for the engine speed in the idle operation state of the engine is set, and the intake air amount of the engine is controlled to maintain the engine speed at the target value in the engine operation state. A control device for a vehicle,
The control device further includes
Based on the target value, the value of the minimum number of rotations that can be engaged with the lockup clutch is set larger by a predetermined value,
When the vehicle travels in the idle operation state, the vehicle speed is equal to or higher than a predetermined speed, and the lockup clutch engageable minimum for determining engagement of the lockup clutch together with the minimum rotation speed capable of engaging the lockup clutch. While the vehicle speed is within the range, the target value is set to be smaller as the vehicle speed is higher, and the engine is ignited so as to maintain the engine speed at a predetermined engine speed. A control apparatus for a vehicle, characterized in that the timing is advanced.

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