JP2021110287A - vehicle - Google Patents

Abstract

To suppress shaking of a vehicle body due to vibration which is excited by rotating twisting of components of a drive system while suppressing deterioration in fuel economy on a vehicle in which an engine is installed.SOLUTION: An ECU executes processing including: a step (S100) of acquiring a detection value of an engine speed NE; a step (S102) of acquiring a wheel speed Nw; a step (S104) of calculating a conversion value of the engine speed NE; a step (S106) of calculating a first differential rotation speed ΔNE (1); a step (S108) of calculating a second differential rotation speed ΔNE (2); a step (S112) of calculating a torque-down rate when the second differential rotation speed ΔNE (2) is larger than zero (YES at S110); and a step (S114) of executing torque-down control.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to a control that suppresses vibration excited by rotational twist of a component of a drive system in a vehicle equipped with an engine.

Conventionally, during transients in the running state such as when the vehicle equipped with the engine is accelerating or decelerating, vibration is excited and excited by the rotational twist of the components of the drive system due to fluctuations in the rotational inertia of the engine. The vehicle body may shake (jerk) due to vibration, which may make the occupant feel uncomfortable.

As a technique for suppressing such shaking of the vehicle body, for example, Japanese Patent Application Laid-Open No. 2006-097622 (Patent Document 1) describes when a sudden change in the difference between the actual engine speed and the target speed is detected. A technique for executing control for adjusting the ignition timing of an engine based on a difference is disclosed.

Japanese Unexamined Patent Publication No. 2006-097622

However, since the difference between the actual engine speed and the target speed does not necessarily indicate the amount of rotational twist of the components of the drive system, a sudden change in the difference between the actual engine speed and the target speed is detected. If the ignition timing of the engine is adjusted each time, the ignition timing may be unnecessarily delayed and the fuel efficiency may deteriorate.

The present disclosure has been made to solve the above-mentioned problems, and an object thereof is excited by rotational twisting of drive system components while suppressing deterioration of fuel efficiency in a vehicle equipped with an engine. The purpose of the present invention is to provide a vehicle that suppresses the shaking of the vehicle body due to vibration.

The vehicle according to a certain aspect of the present disclosure includes an engine having a spark plug, a transmission connected between the engine and the drive wheels, a first detection device for detecting the engine speed, and between the transmission and the drive wheels. A second detection device that detects the rotation speed of the rotating element connected to, and a control device that can adjust the ignition timing of the spark plug using the detection result of the first detection device and the detection result of the second detection device. To be equipped. In the control device, the difference between the detected value of the engine speed detected by the first detection device and the converted value obtained by converting the rotation speed of the rotating element detected by the second detection device into the engine speed is from the threshold value. If the value is also large, the ignition timing is retarded by the spark plug so that the difference is eliminated. The threshold value is a value corresponding to the difference calculated by using the allowable upper limit value of the acceleration acting on the vehicle.

In this way, whether or not the difference is larger than the threshold value using the detection result of the first detection device and the detection result of the second detection device, that is, it is excited by the rotational twist of the components of the drive system. It is possible to accurately determine whether or not the vehicle body shakes (jerk) due to vibration occurs at a level that makes the occupant feel uncomfortable. Therefore, it is possible to suppress the occurrence of jerk while suppressing the deterioration of fuel consumption by executing the control of delaying the ignition timing so that the difference is eliminated.

According to the present disclosure, it is possible to provide a vehicle equipped with an engine, which suppresses deterioration of fuel efficiency and suppresses shaking of a vehicle body due to vibration excited by rotational twist of a component of a drive system.

It is a block diagram which shows an example of the whole structure of the vehicle which concerns on this embodiment. It is a flowchart which shows an example of the control process executed by an ECU. It is a figure for demonstrating an example of processing in a modification. It is a figure which shows the frequency distribution of a jerk vibration. It is a flowchart which shows an example of the control process executed by the ECU in the modification. It is a timing chart which shows the change history of the difference rotation speed between the case where the filter processing is executed and the case where the filter processing is not executed.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are designated by the same reference numerals, and the description thereof will not be repeated.

FIG. 1 is a block diagram showing an example of the overall configuration of the vehicle 1 according to the present embodiment. The vehicle 1 includes an engine 10, a transmission 30, a power transmission gear 44, a drive wheel 50, and an ECU (Electronic Control Unit) 100.

The vehicle 1 travels using the power of the engine 10. The engine 10 is an internal combustion engine such as a gasoline engine or a diesel engine. The output shaft (crankshaft) of the engine 10 and the input shaft of the transmission 30 are connected by a rotating shaft 20.

The engine 10 is provided with a cylinder 12. In the present embodiment, the engine 10 is provided with four cylinders 12. Spark plugs 14 are provided on the tops of each of the four cylinders 12. A mixture of air sucked from an intake passage (not shown) in the cylinder 12 and fuel supplied by using a fuel injection device (not shown) is burned by sparks generated in the spark plug 14, and the energy generated by the combustion is burned by the cylinder 12. The output shaft of the engine 10 is rotated by operating the piston housed inside. The ignition timing by the spark plug 14 is controlled by the ECU 100.

The output shaft of the transmission 30 and the power transmission gear 44 are connected by a rotating shaft 42. Therefore, the transmission 30 is configured to transmit the power of the engine 10 to the power transmission gear 44 via the rotating shaft 42. The transmission 30 is provided with, for example, a transmission 40. The transmission 40 is configured to shift the rotational speed of the input shaft and transmit it to the output shaft (that is, the output shaft of the transmission 30). The transmission 30 may have, for example, a configuration in which a torque converter (not shown) or a dry clutch is provided between the transmission 40 and the rotating shaft 20, or power is generated by using the power of the engine 10. Alternatively, a configuration may be provided in which a single or a plurality of motor generators for applying a driving force to the driving wheels are provided.

The transmission 40 may be a stepped automatic transmission capable of selectively forming a plurality of gear stages having different gear ratios (ratio of the rotation speed of the input shaft to the rotation speed of the output shaft). The stepped automatic transmission is configured to shift to an appropriate gear stage preset by a shift diagram or the like according to, for example, a traveling state of the vehicle 1 (for example, a vehicle speed and a throttle opening degree). The transmission 40 is controlled so as to have a gear ratio set according to a control signal from the ECU 100, for example.

The transmission 40 may be a continuously variable automatic transmission in which the gear ratio can be continuously selected instead of the stepped automatic transmission, or the gear ratio may be adjusted by using a motor generator. It may be an electric continuously variable transmission or a manual transmission.

The power transmission gear 44 is composed of, for example, a differential gear or the like. The power transmission gear 44 is connected to the left and right drive wheels 50 via the left and right drive shafts 46.

The ECU 100 includes a CPU (Central Processing Unit) and a memory (neither of them is shown). The memory includes, for example, a ROM (Read Only Memory) and a RAM (Random Access Memory). Various controls are executed by the CPU executing the program stored in the memory (for example, ROM). The ECU 100 sets each device so that the vehicle 1 is in a desired state based on, for example, signals received from various sensors (for example, the engine speed sensor 102 and the wheel speed sensor 104), and maps and programs stored in the memory. (For example, engine 10 and transmission 30) are controlled. The various controls performed by the ECU 100 are not limited to processing by software, but can also be processed by dedicated hardware (electronic circuits).

The engine speed sensor 102 and the wheel speed sensor 104 are connected to the ECU 100. The engine rotation speed sensor 102 detects the rotation speed (hereinafter, referred to as engine rotation speed NE) of the output shaft (rotational shaft 20) of the engine 10. The engine speed sensor 102 transmits a signal indicating the detected engine speed NE to the ECU 100. The wheel speed sensor 104 detects the number of revolutions (hereinafter referred to as wheel speed) Nw of the drive wheels 50. The wheel speed sensor 104 transmits a signal indicating the detected wheel speed Nw to the ECU 100.

In the vehicle 1 configured as described above, the components of the drive system are caused by fluctuations in the rotational inertia of the engine 10 during transients in the running state such as when the vehicle 1 equipped with the engine 10 is accelerating or decelerating. Vibration is excited by the rotational twist of the vehicle, and the occupant may feel uncomfortable due to the shaking (jerk) of the vehicle body due to the excited vibration. In order to suppress such shaking of the vehicle body, it is conceivable to adjust the ignition timing of the engine 10 based on the difference between the actual rotation speed of the engine and the target rotation speed.

However, since the difference between the actual rotation speed of the engine 10 and the target rotation speed does not necessarily indicate the amount of rotational twist of the components of the drive system, a sudden change in the difference between the actual rotation speed of the engine 10 and the target rotation speed may occur. If the ignition timing of the engine 10 is adjusted each time it is detected, the ignition timing may be unnecessarily delayed and the fuel efficiency may deteriorate.

Therefore, in the present embodiment, the ECU 100 converts the detected value of the engine speed NE detected by the engine speed sensor 102 and the wheel speed Nw detected by the wheel speed sensor 104 into the engine speed NE. The magnitude of the first difference from the value (hereinafter referred to as the first difference rotation speed) ΔNE (1) is calculated. The ECU 100 determines when the second difference (hereinafter referred to as the second difference rotation speed) ΔNE (2) calculated by subtracting the threshold value A from the first difference rotation speed ΔNE (1) is larger than zero. , The ignition timing is retarded by the spark plug 14 so that the second difference rotation speed ΔNE (2) is eliminated. The threshold value A is a value corresponding to the first difference rotation speed ΔNE (1) calculated by using the allowable upper limit value Gmax of the acceleration G acting on the vehicle 1.

In this way, whether or not the second difference rotation speed ΔNE (2) is larger than zero using the detection result of the engine rotation speed sensor 102 and the detection result of the wheel speed sensor 104, that is, the components of the drive system It is possible to accurately determine whether or not the shaking (jerk) of the vehicle body due to the vibration excited by the rotational twist of the vehicle is generated at a level that makes the occupant feel uncomfortable. Therefore, it is possible to suppress the occurrence of jerk while suppressing the deterioration of fuel consumption by executing the control of retarding the ignition timing so that the second difference rotation speed ΔNE (2) is eliminated.

Hereinafter, an example of the control process executed by the ECU 100 will be described with reference to FIG. FIG. 2 is a flowchart showing an example of control processing executed by the ECU 100. The series of processes shown in this flowchart is repeatedly executed by the ECU 100 at predetermined control cycles.

At step 100 (hereinafter, step is referred to as S) 100, the ECU 100 acquires the detected value of the engine speed NE. The ECU 100 acquires, for example, a detected value of the engine speed NE from the engine speed sensor 102.

In S102, the ECU 100 acquires the detected value of the wheel speed Nw. The ECU 100 acquires, for example, a detected value of the wheel speed Nw from the wheel speed sensor 104.

In S104, the ECU 100 calculates the converted value of the engine speed NE. Specifically, the ECU 100 calculates the value obtained by converting the detected value of the wheel speed Nw into the engine speed NE using the gear ratio from the transmission 30 to the drive wheel 50 as the converted value of the engine speed NE.

In S106, the ECU 100 calculates the first difference rotation speed ΔNE (1). The ECU 100 calculates the magnitude of the difference between the detected value of the engine speed NE and the converted value of the engine speed NE as the first difference speed ΔNE (1).

In S108, the ECU 100 calculates the second difference rotation speed ΔNE (2). The ECU 100 calculates the value obtained by subtracting the threshold value A from the first differential rotation speed ΔNE (1) as the second differential rotation speed ΔNE (2). The threshold value A indicates the amount of twist corresponding to the allowable upper limit value Gmax of the acceleration G acting on the vehicle. For example, the torque Td acting on the rotating parts constituting the drive system connected between the engine 10 and the drive wheels 50, the rigidity K of the entire rotating parts constituting the drive system, and the rotation constituting the drive system. The following equation (1) holds between the twist angle θ of the entire component. That is, the torque Td is indicated by a value obtained by multiplying the rigidity K and the helix angle θ.

Td = K × θ ・ ・ ・ (1)
Further, the following equation (2) holds for the helix angle θ and the difference rotation speed ω between the detected value and the converted value of the engine rotation speed NE. That is, the helix angle θ is indicated by the time-integrated value of the difference rotation speed ω.

θ = ∫ωdt ・ ・ ・ (2)
Further, the following equation (3) is established between the acceleration G and the torque Td acting on the vehicle 1. Note that α is a characteristic value determined by the structure of the vehicle 1. That is, the acceleration G acting on the vehicle 1 is indicated by a value obtained by multiplying the torque Td and α.

G = α × Td ・ ・ ・ (3)
From these equations (1) to (3), the acceleration G acting on the vehicle 1 is represented by a function f (ω) having a differential rotation amount ω as an input value. Therefore, for example, when the allowable upper limit value of the acceleration G acting on the vehicle 1 is Gmax, the value of ω obtained from the equation of Gmax = f (ω) is set as the threshold value A. The allowable upper limit value of the acceleration G acting on the vehicle 1 is adjusted by, for example, an experiment or the like.

In S110, the ECU 100 determines whether or not the second difference rotation speed ΔNE (2) is larger than zero. When it is determined that the second difference rotation speed ΔNE (2) is larger than zero (YES in S110), the process is transferred to S112.

In S112, the ECU 100 calculates the torque down amount. The ECU 100 may calculate, for example, a value obtained by multiplying the first difference rotation speed ΔNE (1) or the second difference rotation speed ΔNE (2) by a predetermined gain as the torque down amount. The predetermined gain may be adapted by experiments or the like. Alternatively, the ECU 100 may calculate the torque for eliminating the first difference rotation speed ΔNE (1) or the second difference rotation speed ΔNE (2), and calculate the calculated torque as the torque down amount. For example, the ECU 100 calculates the torque by time-differentiating the first difference rotation speed ΔNE (1) or the second difference rotation speed ΔNE (2) and multiplying the time-differentiated value by the inertia, and torques down the calculated torque. It may be calculated as an amount, or the torque down amount may be calculated from the first difference rotation speed ΔNE (1) or the second difference rotation speed ΔNE (2) using a map or the like.

In S114, the ECU 100 executes torque down control. The torque down control is a control for reducing the output torque of the engine 10 by the calculated torque down amount, and includes, for example, a control for reducing the output torque of the engine 10 by adjusting the ignition timing by the spark plug 14.

The ECU 100 sets the ignition timing (hereinafter referred to as an initial value) set based on the operating state of the vehicle 1 and the operating state of the engine 10 by the amount corresponding to the calculated torque down amount on the retard side. Correct to. The ECU 100 controls the engine 10 so that it is ignited at the corrected ignition timing. The ECU 100 corrects the ignition timing so that, for example, the amount of retard angle increases as the amount of torque down increases.

The operation of the ECU 100 mounted on the vehicle 1 according to the present embodiment based on the above structure and flowchart will be described.

For example, assume that the vehicle 1 is running. While the vehicle 1 is traveling, the engine speed NE is detected by the engine speed sensor 102, and the detected value of the detected engine speed NE is acquired by the ECU 100 (S100).

Further, while the vehicle 1 is traveling, the wheel speed sensor 104 detects the wheel speed Nw, and the detected value of the detected wheel speed Nw is acquired by the ECU 100 (S102). The converted value of the engine speed NE is calculated using the acquired detected value of the wheel speed Nw (S104), and the magnitude of the difference between the converted value of the engine speed NE and the detected value is the first difference speed ΔNE (S104). It is calculated as 1) (S106).

The value obtained by subtracting the threshold value A from the first difference rotation speed ΔNE (1) is calculated as the second difference rotation speed ΔNE (2) (S108). When the calculated second difference rotation speed ΔNE (2) is larger than zero (YES in S110), it is determined that the vehicle 1 is vibrating at an acceleration exceeding the allowable upper limit value Gmax. The torque down amount is calculated (S112), and the torque down control is executed so that the calculated torque down amount is realized (S114). That is, the ignition timing is higher than the initial value of the ignition timing set based on the operating state of the vehicle 1 or the operating state of the engine 10 other than the first difference rotation speed ΔNE (1) or the second difference rotation speed ΔNE (2). By being set to the retard side, the output torque of the engine 10 is controlled to be smaller than the torque output when the ignition timing is the initial value. As a result, the occurrence of jerk is suppressed by reducing the difference rotation speed.

As described above, according to the vehicle 1 according to the present embodiment, the second difference rotation speed ΔNE (2) is larger than zero by using the detection result of the engine rotation speed sensor 102 and the detection result of the wheel speed sensor 104. It is possible to accurately determine whether or not it is large, that is, whether or not it is in a state where jerk can occur. Therefore, jerk is suppressed without deteriorating fuel consumption by executing jerk suppression control that retards the ignition timing by an amount corresponding to the first difference rotation speed ΔNE (1) or the second difference rotation speed ΔNE (2). can do. Therefore, it is possible to provide a vehicle equipped with an engine that controls the ignition timing that suppresses jerk without deteriorating fuel consumption.

Hereinafter, modification examples will be described.
In the above-described embodiment, the vehicle equipped with the automatic transmission as the vehicle 1 has been described as an example configuration, but the present invention is not particularly limited to the vehicle equipped with the automatic transmission, and for example, the motor generator in the transmission 30. It may be a hybrid vehicle equipped with.

Further, in the above-described embodiment, the ECU 100 uses the second difference (hereinafter referred to as the second difference rotation speed) ΔNE (2) calculated by subtracting the threshold value A from the first difference rotation speed ΔNE (1). ) Is greater than zero, the ignition timing is retarded by the spark plug 14 so that the second difference rotation speed ΔNE (2) is eliminated. Even if the ignition timing is retarded by the spark plug 14 so that the first difference rotation speed ΔNE (1) is eliminated when the difference rotation speed ΔNE (1) is larger than the threshold value A. good.

Further, in the above-described embodiment, the magnitude of the difference between the detected value of the engine speed NE and the converted value of the engine speed NE is calculated as the first difference speed ΔNE (1). The calculation method of the difference rotation speed ΔNE (1) is not particularly limited to the above-mentioned calculation method. For example, the ECU 100 executes a predetermined filter process on the change history of the difference between the detected value of the engine speed NE and the converted value of the engine speed NE to calculate the first difference speed ΔNE (1). May be good.

FIG. 3 is a diagram showing an example of torque down control processing in the modified example. As shown in FIG. 3, the ECU 100 obtains the detected value of the engine speed NE and the converted value of the engine speed NE in the process of (A) of FIG. 3, and then performs the process of (B). The difference between the detected value and the converted value is calculated as the difference rotation speed. The ECU 100 executes a predetermined filter process for suppressing fluctuations due to disturbance with respect to the calculated difference rotation speed in the process (C). In the process (D), the ECU 100 executes torque down control using the first difference rotation speed ΔNE (1) acquired by a predetermined filter process.

The ECU 100 executes, for example, a filter process using a low-pass filter on the calculated difference rotation speed. The filter processing using the low-pass filter includes a processing of extracting vibrations having a frequency lower than a predetermined frequency from the vibrations of a plurality of frequency bands included in the change history of the difference rotation speed.

FIG. 4 is a diagram showing the frequency distribution of the vibration intensity included in the change history of the difference rotation speed. The horizontal axis of FIG. 4 indicates the frequency. The vertical axis of FIG. 4 shows the vibration level. LN1 in FIG. 4 shows the frequency distribution of the vibration intensity included in the change history of the difference rotation speed when the first gear ratio is selected. LN2 in FIG. 4 shows the frequency distribution of the vibration intensity included in the change history of the difference rotation speed when the second gear ratio is selected. LN3 in FIG. 4 shows the frequency distribution of the vibration intensity included in the change history of the difference rotation speed when the third gear ratio is selected. The first gear ratio indicates the gear ratio on the lowest speed side, and the third gear ratio indicates the gear ratio on the fastest side.

As shown in each of LN1, LN2 and LN3 in FIG. 4, the vibration intensity in the high frequency band higher than the frequency F (0) and the vibration intensity in the low frequency band lower than the frequency F (0) were compared. In some cases, the vibration intensity in the low frequency band tends to be higher. Therefore, for example, it is assumed that a filter process using a low-pass filter that extracts only vibrations in a low frequency band lower than the frequency F (0) is executed with respect to the calculated change history of the difference rotation speed. In this way, it is possible to exclude vibrations in a frequency band higher than the frequency F (0) from the calculated change history of the difference rotation speed. It should be noted that the filter processing using the low-pass filter may be performed by using a known technique, and the detailed description thereof will not be given.

Hereinafter, the process executed by the ECU 100 in this modification will be described with reference to FIG. FIG. 5 is a flowchart showing an example of processing executed by the ECU 100 mounted on the vehicle according to the modified example.

Of the processes included in the flowchart shown in FIG. 5, the same process as the process included in the flowchart shown in FIG. 2 is assigned the same step number. The processing contents of the processing to which the same step number is assigned are the same except for the cases described below. Therefore, the detailed explanation will not be repeated.

After calculating the first difference rotation speed ΔNE (1) (S106), the ECU 100 shifts the process to S200. In S200, the ECU 100 executes the filter processing. The filtering process includes a filtering process using a low-pass filter as described above. The ECU 100 uses, for example, a low-pass filter for vibration included in the change history of the first difference rotation speed ΔNE (1) in a predetermined period immediately before including the acquired first difference rotation speed ΔNE (1). The existing filter processing is executed, and the value at the time of acquisition of the current value of the first difference rotation speed ΔNE (1) in the waveform acquired by the filter processing is acquired as the first difference rotation speed ΔNE (1). After executing the filter processing, the ECU 100 shifts the processing to S108.

By executing the process based on such a flowchart, the ECU 100 mounted on the vehicle 1 according to this modification operates as follows.

For example, assume that the vehicle 1 is running. While the vehicle 1 is traveling, the engine speed NE is detected by the engine speed sensor 102, and the detected value of the detected engine speed NE is acquired by the ECU 100 (S100).

Further, while the vehicle 1 is traveling, the wheel speed sensor 104 detects the wheel speed Nw, and the detected value of the detected wheel speed Nw is acquired by the ECU 100 (S102). The converted value of the engine speed NE is calculated using the acquired detected value of the wheel speed Nw (S104), and the magnitude of the difference between the converted value of the engine speed NE and the detected value is the first difference speed ΔNE (S104). It is calculated as 1) (S106).

A filter process using a low-pass filter is executed for the change history of the first difference rotation speed ΔNE (1) in a predetermined period immediately before including the calculated first difference rotation speed ΔNE (1) (S200). ).

FIG. 6 is a timing chart showing a change history of the difference rotation speed between the case where the filter processing is executed and the case where the filter processing is not executed. The horizontal axis of FIG. 6 indicates time. The vertical axis of FIG. 6 indicates the first difference rotation speed ΔNE (1). LN4 of FIG. 6 shows the change history of the first difference rotation speed ΔNE (1) when the filtering process is not executed. LN5 in FIG. 6 shows the change history of the first difference rotation speed ΔNE (1) when the filtering process is executed.

As shown in LN4 of FIG. 6, high-frequency vibrations are superimposed on the change history of the first difference rotation speed ΔNE (1) when the filtering process is not executed, and vibrations other than the components that excite the torsional vibrations. Contains ingredients. Therefore, the first difference rotation speed ΔNE (1) changes significantly. On the other hand, as shown in LN5 of FIG. 6, in the change history of the first difference rotation speed ΔNE (1) when the filter processing is executed, the high frequency component is excluded by the filter processing by the low-pass filter and twisted. Only the low-frequency component that excites the vibration is calculated as the first difference rotation speed ΔNE (1).

The value obtained by subtracting the threshold value A from the first difference rotation speed ΔNE (1) calculated by the filter processing using the low-pass filter is calculated as the second difference rotation speed ΔNE (2) (S108). When the calculated second difference rotation speed ΔNE (2) is larger than zero (YES in S110), it is determined that the vehicle 1 is vibrating at an acceleration exceeding the allowable upper limit value Gmax. The torque down amount is calculated (S112), and the torque down control is executed so that the calculated torque down amount is realized (S114). That is, the ignition timing is higher than the initial value of the ignition timing set based on the operating state of the vehicle 1 or the operating state of the engine 10 other than the first difference rotation speed ΔNE (1) or the second difference rotation speed ΔNE (2). By being set to the retard side, the output torque of the engine 10 is controlled to be smaller than the torque output when the ignition timing is the initial value. As a result, the occurrence of jerk is suppressed by reducing the first difference rotation speed ΔNE (1).

In this way, unnecessary torque reduction is suppressed, so that deterioration of fuel efficiency due to unnecessary retardation of the ignition timing can be further suppressed.

In addition, the above-mentioned modification may be carried out by appropriately combining all or a part thereof.
It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the above description, and it is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

1 vehicle, 10 engines, 12 cylinders, 14 spark plugs, 20, 42 rotating shafts, 30 transmissions, 40 transmissions, 44 power transmission gears, 46 drive shafts, 50 drive wheels, 100 ECUs, 102 engine rotation speed sensors, 104 wheels Speed sensor.

Claims (1)

An engine with a spark plug and
A transmission connected between the engine and the drive wheels,
The first detection device that detects the engine speed and
A second detection device that detects the number of rotations of a rotating element connected between the transmission and the drive wheels, and
A control device that can adjust the ignition timing of the spark plug by using the detection result of the first detection device and the detection result of the second detection device is provided.
The control device is
The difference between the detection value of the engine rotation speed detected by the first detection device and the conversion value obtained by converting the rotation speed of the rotation element detected by the second detection device into the engine rotation speed is the threshold value. If it is larger than, the ignition timing is retarded by the spark plug so that the difference is eliminated.
The threshold value is a value corresponding to the difference calculated by using the allowable upper limit value of the acceleration acting on the vehicle.

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