JP4123932B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to fuel supply and stop control for an engine which is a driving source of a vehicle, and more particularly to control for stopping fuel supply during deceleration in order to improve fuel efficiency.
[0002]
[Prior art]
Control to stop fuel supply during deceleration to improve fuel efficiency, so-called fuel cut control, improves fuel efficiency by reducing fuel supply to the engine as much as possible without compromising driving performance and riding comfort. Control. In general, the supply of fuel is stopped when the engine speed enters a predetermined range during deceleration while the engine is idling. More specifically, the fuel supply is stopped when the throttle valve is closed while the engine is running and the engine speed is gradually reduced to a value equal to or lower than the fuel cut speed that defines the upper limit of the range. When the engine speed further decreases and reaches a return speed that defines the lower limit of the range, the fuel supply is resumed. The return rotational speed is set to a rotational speed that does not cause engine stall and maintains stable rotation.
[0003]
Such fuel cut control is basically executed on the basis of the engine speed, whereas the engine speed does not decrease linearly even during deceleration. The fuel supply may be resumed even though the rotational speed is in the fuel cut region. That is, when the vehicle speed becomes a certain low vehicle speed by decelerating in the coast state, a downshift is executed, and at that time, the engine speed temporarily decreases, and when the decreased engine speed falls below the return speed, Even if the supply of fuel is resumed and then the engine speed increases to the fuel cut region due to the end of the downshift, the supply of fuel cannot be stopped.
[0004]
Japanese Patent Application Laid-Open No. 8-11591 (Patent No. 3201153) (Patent Document 1) discloses a control device that solves such a problem. In the control device disclosed in this publication, an automatic transmission that performs a shift based on a plurality of parameters including a parameter corresponding to a vehicle speed is connected to an engine, and the engine speed during deceleration is within a predetermined range. A fuel supply control device for a vehicle with an automatic transmission that stops supply of fuel to an engine. The control device includes an engine speed prediction circuit that predicts an engine speed when a downshift is executed in the vicinity of a return speed for restarting fuel supply, and the predicted engine speed is a return speed. And a fuel cut continuation circuit that continues to stop the supply of fuel when the rotational speed is higher.
[0005]
According to the control device disclosed in this publication, the fuel supply to the engine is stopped when the engine speed gradually falls during the deceleration and enters a predetermined range. When the engine speed further decreases and approaches the return speed that defines the lower limit of the range, the engine speed prediction circuit calculates the engine speed at the speed set by the downshift from the current speed. Predict. If the predicted engine speed is higher than the return speed at which the fuel supply is resumed, the fuel cut continuation circuit continues to stop the fuel supply. In other words, if the engine is decelerated with a decrease in engine speed and, as a result, a downshift occurs, the fuel speed may be temporarily lower than the return speed even if the engine speed temporarily falls in the process. Will continue to stop supply and improve fuel efficiency.
[0006]
[Patent Document 1]
Japanese Patent Laid-Open No. 8-11591
[0007]
[Problems to be solved by the invention]
In the control device disclosed in Patent Document 1, in consideration of the fact that the supply of fuel is resumed due to a temporary decrease in the engine speed accompanying the downshift, the predicted gear position after the downshift is If the engine speed is higher than the fuel cut return speed, the fuel cut is continued. This aims to improve fuel efficiency by fuel cut. However, according to the knowledge of the present applicant, there is much room for further improvement in fuel consumption by fuel cut. For example, the fuel cut area may be expanded by changing the engine speed at which fuel cut is started or the engine speed at which fuel cut is restored. However, if the fuel cut return rotational speed is set to be lower in order to simply widen such a fuel cut region, engine stall may occur. Further, it is not preferable to set the fuel cut start rotational speed to a lower value because the return from the fuel cut and the restart are frequently repeated.
[0008]
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can improve fuel consumption without impairing riding comfort and driving feeling. is there.
[0009]
[Means for Solving the Problems]
The control device according to the first aspect of the present invention provides a fuel cut execution means for performing fuel cut and a fuel cut execution by the fuel cut execution means when the engine speed is within a predetermined range during deceleration of the vehicle. A determination unit for determining at least one of the actual result and the execution prediction, and a changing unit for changing the range based on at least one of the determined fuel cut execution result and the execution prediction.
[0010]
According to the first invention, for example, the history of past fuel cuts (the length of elapsed time since returning from the most recent fuel cut) and the frequency of past fuel cuts (fuel at a predetermined time in the past). The number of engine cuts that regulates the start of fuel cut and the return from fuel cut based on the frequency of cuts) and the frequency of predicted fuel cuts (continuation of vehicle deceleration). (For example, lowering the fuel cut start rotational speed). As a result, when it is predicted that deceleration will be continued with little fuel cut execution results, the fuel cut application range will be expanded, and the vehicle will continue to run at a reduced speed, so the fuel cut will continue to be executed. If it is predicted, the scope of fuel cut will be expanded. In particular, even if the application range of the fuel cut is expanded when the fuel cut is predicted to be continuously executed, the start and the return of the fuel cut are not repeated frequently. As a result, it is possible to provide a vehicle control device that can improve fuel efficiency without impairing riding comfort and driving feeling.
[0011]
In the control device according to the second aspect of the invention, in addition to the configuration of the first aspect of the invention, the determination means determines that the execution result of the fuel cut is small if the elapsed time since returning from the latest fuel cut is long. Means for. The changing means includes means for expanding the range when it is determined that the fuel cut execution performance is low.
[0012]
According to the second invention, if the elapsed time after returning from the most recent fuel cut is longer than a predetermined time, the frequency of the fuel cut is low, so the fuel cut application range is expanded to improve fuel efficiency.
[0013]
In the control device according to the third aspect of the invention, in addition to the configuration of the first aspect, the determination means determines that the fuel cut execution performance is low if the number of times of fuel cut execution in a predetermined time is small. Including means. The changing means includes means for expanding the range when it is determined that the fuel cut execution performance is low.
[0014]
According to the third aspect of the invention, if the number of fuel cuts executed in a predetermined time is small, the frequency of fuel cuts is low. Therefore, the fuel cut application range is expanded to improve fuel efficiency.
[0015]
In the control device according to the fourth aspect of the invention, in addition to the configuration of the first aspect of the invention, the determining means includes means for determining whether or not the deceleration traveling state of the vehicle continues. The changing means includes means for expanding the range when it is determined that the deceleration traveling state continues.
[0016]
According to the fourth aspect of the present invention, if the vehicle is in a decelerating state (for example, when traveling on a long downhill), it is considered that the fuel cut will continue. Therefore, the frequency at which the fuel cut is repeatedly executed as an execution prediction. It is determined that there are few. For this reason, even if the application range of the fuel cut is expanded, the start of the fuel cut and the return from the fuel cut are not repeated. Therefore, the application range of the fuel cut is expanded and the fuel efficiency is improved.
[0017]
In the control device according to the fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the determination means determines whether or not the deceleration traveling state of the vehicle continues based on the current vehicle speed and the distance between the preceding vehicle and the vehicle. Means for determining.
[0018]
According to the fifth invention, if the distance from the preceding vehicle is relatively short and the current vehicle speed is more than a certain level, the driver is less likely to accelerate the vehicle by stepping on the accelerator. For this reason, in such a state, it determines with the deceleration driving | running | working state of a vehicle continuing, expands the application range of fuel cut, and improves a fuel consumption.
[0019]
In the control device according to the sixth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, the judging means is means for judging whether or not the deceleration traveling state of the vehicle continues based on the road condition ahead. including.
[0020]
According to the sixth aspect of the present invention, if there is a curve with a large curvature or traffic jam ahead of the vehicle, the driver is less likely to step on the accelerator and accelerate the vehicle. For this reason, in such a state, it determines with the deceleration driving | running | working state of a vehicle continuing, expands the application range of fuel cut, and improves a fuel consumption.
[0021]
In the control device according to the seventh invention, in addition to the configuration of any one of the first to sixth inventions, the changing means includes means for lowering the setting of the engine speed at which fuel cut is started.
[0022]
According to the seventh invention, when the setting of the engine speed at which the fuel cut is started is changed to a low value, the fuel cut is executed if the fuel cut start condition other than the engine speed is satisfied if the engine speed is equal to or higher than the engine speed. As a result, the applicable range of fuel cut is expanded and fuel efficiency is improved.
[0023]
In the control device according to the eighth invention, in addition to the configuration of any one of the first to seventh inventions, the fuel cut execution means is provided on the condition that the lockup clutch is either in a slip state or an on state. When the engine speed is within a predetermined range, means for fuel cut is included.
[0024]
According to the eighth aspect of the invention, the vehicle is equipped with an automatic transmission having a fluid coupling with a lock-up clutch (for example, a torque converter) as a constituent element, and the lock-up clutch is in either a slip state or an on state. When the above condition is satisfied, a fuel cut is executed. If the lock-up clutch is in the off state, the engine is not driven. Therefore, as soon as the fuel supply to the engine is stopped, the engine speed decreases rapidly and falls below the fuel cut return speed. Therefore, if the fuel cut is executed when the lockup clutch is in either the slip state or the on state, the engine is driven, and the decrease in the engine speed can be delayed. Can continue.
[0025]
In the control device according to the ninth aspect of the invention, in addition to the configuration of the eighth aspect of the invention, the changing means includes means for expanding the range based on the transmission gear ratio of the automatic transmission.
[0026]
According to the ninth aspect, since the change in the engine speed is smaller as the speed ratio of the fuel cut is higher, it takes time to lower the engine speed. For this reason, even if the fuel cut start speed is decreased, the time until the engine speed decreases and reaches the fuel cut return speed does not become extremely short. Don't be.
[0027]
DETAILED DESCRIPTION OF THE INVENTION
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.
[0028]
With reference to FIG. 1, the power train of the vehicle including the control device according to the present embodiment will be described. The control apparatus according to the present embodiment is realized by ECT_ECU (Electronic Controlled Automatic Transmission_Electronic Control Unit) 400 shown in FIG.
[0029]
As shown in FIG. 1, the vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, and an oil pump 700 that is rotated by the driving force of the engine 100. In addition to the oil pump 700, an electric oil pump may be provided. The present invention is not limited to such a configuration. The fluid coupling may be a fluid coupling instead of a torque converter, and the automatic transmission may be a continuously variable transmission such as a belt type. There may be. In the case of a continuously variable transmission, the gear stage in the following description is a gear ratio.
[0030]
The output shaft of the engine 100 is connected to the input shaft of the torque converter 200 via the engine inertia 110 schematically represented. Engine 100 and torque converter 200 are connected by rotating shaft 150. Therefore, output shaft speed N (E) of engine 100 and input shaft speed N (P) of torque converter 200 are the same. Further, the output torque of engine 100 is represented as T (E), and the input torque to torque converter 200 is represented as T (P).
[0031]
The torque converter 200 includes a lock-up clutch 210 and includes a pump impeller 220 and a turbine impeller 230. Torque converter 200 and automatic transmission 300 are connected by rotating shaft 250. The output shaft rotational speed of the torque converter 200 is represented as N (T), and the output torque of the torque converter 200 is represented as T (T).
[0032]
The ECT_ECU 400 that controls these powertrains includes a pump rotation speed N (P), a turbine rotation speed N (T), an accelerator opening, a vehicle speed, a vehicle acceleration, a throttle opening, an AT signal, an engine coolant temperature signal, a shift position. A signal and vehicle front information are input. Further, a lockup clutch engagement pressure signal is output from the ECT_ECU 400 to the lockup clutch 210 of the torque converter 200. An AT control signal is output from the ECT_ECU 400 to the automatic transmission 300.
[0033]
The vehicle front signal is a distance signal input from a radar sensor that detects the distance between the vehicle and a vehicle traveling in front of the vehicle, and is input from a GPS (Global Positioning System) device mounted on the vehicle. For example, information on sharp curves ahead and traffic information ahead. If the vehicle speed of the vehicle is relatively high and the distance between this vehicle and the vehicle in front of this vehicle is relatively short, the ECT_ECU 400 determines that the driver is unlikely to step on the accelerator, and the deceleration traveling state is Determine to continue. Further, if there is a sharp curve ahead, the ECT_ECU 400 determines that the driver is unlikely to step on the accelerator, and determines that the deceleration traveling state continues. Further, when the road ahead is congested, the ECT_ECU 400 determines that the driver is unlikely to step on the accelerator, and determines that the deceleration traveling state continues.
[0034]
In FIG. 1, the power of the engine 100 is transmitted to driving wheels connected via an automatic transmission 300 including a torque converter 200 with a lock-up clutch. The torque converter 200 is a turbine connected to a pump impeller 220 fixed to a crankshaft (input shaft of the torque converter 200) 150 of the engine 100 and an input shaft (output shaft of the torque converter 200) 250 of the automatic transmission 300. An impeller 230, a lockup clutch 210 that directly connects the pump impeller 220 and the input shaft 250, and a stator 222 are provided.
[0035]
FIG. 2 shows a skeleton diagram of the automatic transmission 300, and FIG. 3 shows an operation table of the automatic transmission 300. According to the skeleton diagram shown in FIG. 2 and the operation table shown in FIG. 3, clutch elements (C (0) to C (2) in the figure) and brake elements (B (0) to B (4)) ), In which gear stage the one-way clutch elements (F (0) to F (2)) are engaged and released. At the first speed used when the vehicle starts, the clutch elements (C (0), C (1)), brake elements (B (4)), and one-way clutch elements (F (0), F (2)) are engaged. Match.
[0036]
With reference to FIG. 4, a map showing a fuel cut area stored in the memory of ECT_ECU 400 will be described. This map defines the fuel cut region by a function of the rotation speed of the engine 100 with respect to the engine coolant temperature. In this map, the start speed and the return speed of the fuel cut are stored. When the fuel cut is started as the vehicle decelerates, as shown in FIG. 4, the engine is within a range defined by the start speed of the fuel cut (including a range equal to or higher than the start speed) and the return speed. When there is a rotational speed, the fuel cut is executed when other conditions are satisfied.
[0037]
For example, when the engine 100 is in an idle state and the fuel cut is being performed when the vehicle is decelerated, is the current engine speed 100 higher than the fuel cut return speed shown in FIG. If it is greater than the fuel cut return rotational speed, the fuel cut at the time of deceleration is continued, and if it is less than the fuel cut return rotational speed, the fuel injection from the fuel cut execution state at the time of deceleration is performed. Return to the execution state (return from fuel cut).
[0038]
When this fuel cut is being executed, the lockup clutch 210 of the torque converter 200 is slip-controlled (including the ON state), so that the rotational speed of the engine 100 is not suddenly reduced, so that the fuel cut is performed. The running time can be kept long, and at the same time, moderate engine braking can be ensured during this time.
[0039]
Further, after the accelerator is stepped on during fuel cut execution and the fuel cut execution state returns to the fuel injection execution state, the engine 100 becomes idle again when the rotational speed of the engine 100 increases. When the vehicle is decelerated, it is determined whether or not the current rotational speed of the engine 100 is larger than the fuel-cut starting rotational speed shown in FIG. The fuel cut is restarted, and when the fuel cut is not more than the start speed of the fuel cut, the fuel injection execution state is continued. For this reason, if the start speed of the fuel cut is lowered and set, the fuel cut can be easily restarted. Also, if the return speed of the fuel cut is set lower, it is difficult to return from the fuel cut.
[0040]
In this way, since the fuel cut is often performed to reduce the start speed of the fuel cut and the return speed of the fuel cut, in the present invention, the start speed of the fuel cut is thus increased. In order to perform more fuel cuts when lowering the return speed of the fuel cut or the fuel cut, the fuel cut range defined based on the engine speed is expanded. It should be noted that the fuel cut start rotational speed is determined so long as the engine 100 rotates at a rotational speed equal to or higher than the start rotational speed (in the range equal to or higher than the start rotational speed in FIG. 4). Means you can start.
[0041]
The ECT_ECU 400 stores such a map in the memory and also stores a map in which the fuel cut start rotational speed is reduced. Such a map is shown in FIGS.
[0042]
As shown in FIG. 5, this map stores the fuel cut start rotational speed set in accordance with the length of the elapsed time since returning from the most recent fuel cut and the transmission gear stage of the automatic transmission 300. In the high-speed gear stage (4TH, 5TH), the reduction range of the fuel cut return rotational speed is set to be larger as the elapsed time from the return is longer.
[0043]
As shown in FIG. 6, this map stores the number of times of fuel cut within a predetermined time in the past and the fuel cut start rotational speed set in accordance with the transmission gear stage of automatic transmission 300. In the high-speed gear stage (4TH, 5TH), the reduction range of the fuel cut return rotational speed is set to increase as the past fuel cut frequency decreases.
[0044]
As shown in FIG. 7, this map stores a fuel cut start rotational speed set according to a predicted repetition frequency of a future fuel cut and a transmission gear stage of the automatic transmission 300. In the high-speed gear stage (4TH, 5TH), the reduction range of the fuel cut return rotational speed is set to be larger as the predicted repetition frequency of the future fuel cut is smaller. As the vehicle is predicted to continue to decelerate, the future fuel cut prediction repetition frequency becomes smaller. As described above, when the driver does not step on the accelerator (the distance to the vehicle ahead is relatively close, there is a sharp curve ahead, the road ahead is congested, etc.) Is determined to continue.
[0045]
Based on the maps shown in FIGS. 5 to 7, the ECT_ECU 400 performs a calculation so as to lower the start speed of the fuel cut shown in FIG. 4, and more fuel cuts are executed to improve the fuel efficiency of the vehicle. Further, not only the fuel cut start rotational speed but also the fuel cut return rotational speed may be lowered.
[0046]
With reference to FIG. 8, a control structure of a program executed by ECT_ECU 400 according to the present embodiment will be described.
[0047]
In step (hereinafter step is abbreviated as S) 100, ECT_ECU 400 determines whether or not the vehicle is decelerating. This determination is made based on the time differential value of the vehicle speed input to the ECT_ECU 400.
[0048]
If the vehicle is decelerating (YES in S100), the process proceeds to S200. Otherwise (NO in S100), this process ends.
[0049]
In S200, ECT_ECU 400 determines whether or not fuel cut is possible. This determination is made based on whether a predetermined condition such as the number of revolutions of engine 100 with respect to the start of fuel cut is satisfied. If fuel cut is possible (YES in S200), the process proceeds to S300. Otherwise (NO in S200), this process ends.
[0050]
At S300, ECT_ECU 400 determines whether or not the lockup state of lockup clutch 210 of torque converter 200 continues. At this time, it is determined whether or not the lock-up clutch 210 is in an on state or a slip state. More specifically, lock-up clutch 210 turns off lock-up clutch 210 when turbine speed NT is, for example, 1000 rpm or less, and lock-up clutch 210 is turned on when turbine speed NT is above 1000 rpm. Since it slips or turns on, this judgment is judged by the turbine speed NT. If lock-up clutch 210 continues the lock-up state (YES in S300), the process proceeds to S400. If not (NO in S300), the process proceeds to S500.
[0051]
In S400, ECT_ECU 400 sets a map in which the fuel cut area is enlarged (a map in which the start speed of fuel cut is reduced) as the fuel cut area. At this time, a predetermined time in the past as shown in FIG. 6 according to the length of time elapsed since the most recent fuel cut as shown in FIG. 5 and the shift gear of automatic transmission 300 are determined. 7 is set in advance according to the predicted frequency of the future fuel cut as shown in FIG. 7 and the shift gear of the automatic transmission 300, depending on the number of fuel cuts and the shift gear of the automatic transmission 300. Based on the start speed of fuel cut, the start speed of fuel cut is set.
[0052]
In S500, ECT_ECU 400 sets a normal fuel cut area (a map in which the start speed of fuel cut is not lowered) as the fuel cut area.
[0053]
In S600, ECT_ECU 400 determines whether or not a fuel cut start condition is satisfied. For example, it is determined whether the actual rotational speed of engine 100 has reached the fuel cut start rotational speed. If the fuel cut start condition is satisfied (YES in S600), the process proceeds to S700. If not (NO in S600), the process proceeds to S800.
[0054]
At S700, ECT_ECU 400 executes a fuel cut start process.
[0055]
In S800, ECT_ECU 400 determines whether or not a fuel cut return condition is satisfied. For example, this is performed based on whether or not the rotational speed of the engine 100 has reached the fuel-cut return rotational speed. If the fuel cut return condition is satisfied (YES in S800), the process proceeds to S900. Otherwise (NO in S800), this process ends.
[0056]
In S900, ECT_ECU 400 executes a process for returning from the fuel cut.
[0057]
The operation of ECT_ECU 400, which is the vehicle control apparatus according to the present embodiment, based on the above-described structure and flowchart will be described with reference to FIG.
[0058]
The vehicle starts to decelerate (YES in S100), it is determined that fuel cut is possible (YES in S200), and lockup clutch 210 of torque converter 200 is in either the slip state or the on state. (YES in S300), a map that defines the fuel cut area is set according to the result of monitoring the driving state of the vehicle (S400). At this time, as a result of monitoring, if the elapsed time since returning from the latest fuel cut is long, the number of times of fuel cut within the past predetermined time is small, and the deceleration running state continues, so the future fuel If at least one of the cases where the predicted repetition frequency of the cut is predicted to be small, for example, the fuel cut start rotational speed (1) is lowered to the fuel cut start rotational speed (2), and the fuel cut region An enlarged map is set.
[0059]
If the fuel cut condition is satisfied (YES in S600), a fuel cut start process is executed using the map set in this way (S700). Thereafter, when the fuel cut condition is not satisfied because the engine speed falls below the fuel cut return speed (NO in S800), the return process from the fuel cut is executed (S900).
[0060]
As shown in FIG. 9, the fuel cut state (B) is not executed in the fuel cut state (A) because the start rotational speed (1) is lowered to the start rotational speed (2). The fuel cut is executed as shown in FIG. As a result, the fuel consumption of the vehicle can be improved.
[0061]
As described above, according to the ECT_ECU according to the present embodiment, in the control of the deceleration fuel cut, the application range of the fuel cut is defined based on the history and frequency of the past fuel cut and the repetition frequency of the future fuel cut. By changing the engine speed to be performed, more fuel cuts can be executed. As a result, the fuel efficiency of the vehicle is improved.
[0062]
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.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of a power train of a vehicle equipped with a control device according to an embodiment of the present invention.
FIG. 2 is a skeleton diagram of the automatic transmission shown in FIG.
FIG. 3 is a diagram showing an operation engagement state of the automatic transmission shown in FIG. 1;
FIG. 4 is a view showing a fuel cut region.
FIG. 5 is a diagram (part 1) illustrating an example of changing a fuel cut region;
FIG. 6 is a diagram (No. 2) illustrating a modification example of the fuel cut region;
FIG. 7 is a diagram (No. 3) illustrating a modification example of the fuel cut region;
FIG. 8 is a flowchart showing a control structure of processing executed by the ECT_ECU according to the embodiment of the present invention.
FIG. 9 is a timing chart at the start of fuel cut and at the time of return from fuel cut.
[Explanation of symbols]
100 engine, 110 engine inertia, 200 torque converter, 210 lock-up clutch, 220 pump impeller, 230 turbine impeller, 300 automatic transmission, 400 ECT_ECU, 700 oil pump.

Claims (14)

A fuel cut executing means for performing fuel cut when the engine speed is within a predetermined range during deceleration of the vehicle;
A determination unit for determining at least one of a fuel cut execution result and an execution prediction by the fuel cut execution unit;
Based on at least one of the execution results of the determined fuel cut and run prediction, see containing and changing means for changing the range,
The determination means includes means for determining that the fuel cut execution performance is low when the number of times of fuel cut execution at a predetermined time is small,
If it is determined that the execution result of the fuel cut is small, the changing unit includes a unit for expanding the range . The determination means further includes means for determining whether or not the vehicle is in a decelerated running state,
The control device according to claim 1, wherein the changing unit includes a unit for expanding the range when it is determined that the deceleration traveling state continues. The control device according to claim 2 , wherein the determination unit includes a unit for determining whether or not the deceleration traveling state of the vehicle continues based on a current vehicle speed and a distance between the preceding vehicle and the vehicle. The control device according to claim 2 , wherein the determination unit includes a unit for determining whether or not the vehicle is in a decelerated running state based on a road condition ahead. The control device according to any one of claims 1 to 4, wherein the changing means includes means for lowering a setting of an engine speed at which fuel cut is started. The vehicle is equipped with an automatic transmission having a fluid coupling with a lock-up clutch as a component,
The fuel cut execution means includes means for performing fuel cut when the engine speed is within a predetermined range on the condition that the lockup clutch is in a slip state or an on state. The control device according to claim 1. The control device according to claim 6 , wherein the changing means includes means for expanding the range based on a transmission gear ratio of the automatic transmission. A fuel cut executing means for cutting the fuel when the engine speed is within a predetermined range during deceleration of the vehicle;
A determination unit for determining at least one of a fuel cut execution history, an execution frequency, and an execution prediction by the fuel cut execution unit;
A vehicle control apparatus comprising: a changing unit for changing the range based on at least one of the determined fuel cut execution history, execution frequency, and execution prediction. The determination means includes means for determining whether or not the deceleration traveling state of the vehicle continues,
  The control device according to claim 8, wherein the changing unit includes a unit for expanding the range when it is determined that the deceleration traveling state continues. The control device according to claim 9, wherein the determination unit includes a unit for determining whether or not the deceleration traveling state of the vehicle continues based on a current vehicle speed and a distance between the preceding vehicle and the vehicle. The control device according to claim 9, wherein the determination unit includes a unit for determining whether or not the decelerating traveling state of the vehicle continues based on a road condition ahead. The control device according to any one of claims 8 to 11, wherein the changing means includes means for lowering a setting of an engine speed for starting fuel cut. The vehicle is equipped with an automatic transmission having a fluid coupling with a lock-up clutch as a component,
The fuel cut executing means is configured so that the lock-up clutch is in a slip state and an open state. The control device according to any one of claims 8 to 12, including means for fuel-cutting when the engine speed is within a predetermined range on condition that the engine is in any of the following states. The control device according to claim 13, wherein the changing means includes means for expanding the range based on a transmission gear ratio of the automatic transmission.

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