JP4130910B2 - Vehicle lock-up clutch control device - Google Patents

Description

  The present invention relates to a vehicle lockup clutch control device that controls a lockup clutch used in a torque converter of a vehicle, and more particularly to a vehicle lockup clutch control device applied to a vehicle that performs fuel cut based on a running state. .

  In an automatic transmission including a continuously variable transmission, an automatic transmission having a configuration in which a torque converter is provided between an engine and a transmission mechanism has been developed. A torque converter with a lock-up clutch has been put into practical use. By engaging the lock-up clutch in the torque converter, the engine torque is directly transmitted via the lock-up clutch, and there is no loss of power transmission using fluid as a medium in the torque converter. Can improve fuel efficiency.

  On the other hand, many of the recent vehicles perform control to stop the fuel supply based on the running state in order to improve fuel efficiency, but when the fuel supply is stopped, the engine output changes greatly. Some shock occurs. For this reason, a technique has been proposed in which the shock generated in the engine is not transmitted to the drive wheels by breaking or slipping the lock-up clutch (see, for example, Patent Document 1).

JP-A-5-164241

  By the way, in the technique described in Patent Document 1, the timing for stopping the fuel supply and the timing for disengaging the lock-up clutch are not necessarily set appropriately, and a shock generated in the engine is caused by the driving wheel. The rider feels uncomfortable.

  The present invention has been made in consideration of such problems, and even if fuel cut control for stopping fuel supply is executed, the driver does not feel shock and improves the ride comfort. An object of the present invention is to provide a vehicle lock-up clutch control device that obtains a fuel efficiency effect by cutting.

A vehicle lockup clutch control device according to the present invention is a vehicle lockup clutch control device that controls a lockup clutch provided in a torque converter that transmits rotation of an output shaft of an engine in a vehicle to a wheel shaft. Fuel supply control means for stopping fuel supply and after the settling time elapses from when the throttle opening becomes substantially zero to when the absolute pressure downstream of the throttle valve becomes stable when the vehicle is decelerated. A fuel supply stop start determining means for determining that a fuel supply stop start condition by the fuel supply control means is satisfied, and a deceleration side control means for performing a deceleration side control of the engagement capacity of the lockup clutch. The fuel supply stop start determination means establishes the fuel supply stop start condition, and a predetermined margin time has elapsed. The deceleration side control by the deceleration side control means is started, and after the start of the deceleration condition and after a delay time has elapsed since the start condition is satisfied, the fuel supply means stops the fuel supply to the engine (Invention of Claim 1).

As described above, after the fuel supply stop start condition is satisfied, the shock generated by stopping the fuel supply is reduced by starting the deceleration side control before the fuel supply stop time. It can be prevented from being transmitted to the driver. This improves riding comfort.

In this case, the vehicle has acceleration-side control means for performing acceleration-side control of the engagement capacity of the lockup clutch when the vehicle is in an acceleration state, and until the deceleration-side control is started even when the vehicle is decelerating. May execute the acceleration side control (the invention according to claim 2).
Further, between the plants punctual, (invention described in claim 3), wherein the lock-up the torque capacity of the clutch may be set to match the delay is reflected in real capacity.

According to the vehicle lockup clutch control device of the present invention, the throttle opening becomes substantially “0”, and then the lockup clutch is disconnected or semi-engaged prior to the timing of stopping the fuel supply to the engine. . Therefore, even if the fuel cut control for stopping the fuel supply is executed, the driver does not feel shock, the ride comfort is improved, and the fuel cut can be continued by the lock-up clutch control to obtain the fuel efficiency effect.

  Hereinafter, a vehicle lock-up clutch control device according to the present invention will be described with reference to FIGS.

  The vehicle lock-up clutch control apparatus 10 according to the present embodiment is configured such that the rotation of the output shaft 12a of the engine 12 in the vehicle is relative to a continuously variable transmission (hereinafter referred to as CVT (Continuously Variable Transmission)) 16 and the wheel shaft 14. This is for controlling a lock-up clutch 32e provided in the torque converter 32 for transmission.

  The vehicle lockup clutch control device 10 is connected to a main controller 20 for performing processing such as control of the engine 12, a CVT control unit 22 for controlling the transmission ratio of the CVT 16, and the main controller 20 and the CVT control unit 22. Various sensors (to be described later). In addition, the vehicle lockup clutch control apparatus 10 includes a clutch control unit 100 that engages, disconnects, and slips the injector (fuel supply means) 120 and the spark plug 122 controlled by the main controller 20 and the lockup clutch 32e. And have.

  First, the CVT 16 and the drive mechanism of the vehicle on which the CVT 16 is mounted will be described with reference to FIG.

  A throttle valve 28 is disposed in the intake pipe 26 connected to the engine 12. The throttle valve 28 is linked to the operation of an accelerator pedal (not shown) in the driver's seat and is controlled by the main controller 20 and the vacuum valve 30. Open and close.

  The output shaft 12 a of the engine 12 is connected to the torque converter 32. In the torque converter 32, the torque converter cover 32a connected to the output shaft 12a rotates the pump impeller 32b and rotates the turbine impeller 32c relative to the torque converter shaft 34 via oil filled therein. At this time, the transmission torque can be increased by the action of the stator 32d. Further, in the torque converter 32, the rotation of the output shaft 12a can be directly transmitted to the torque converter shaft 34 by engaging the torque converter cover 32a and the torque converter shaft 34 by the lock-up clutch 32e.

  The torque converter shaft 34 is connected to a planetary gear type forward / reverse switching mechanism 36 of the CVT 16. The planetary gear type forward / reverse switching mechanism 36 includes an input rotation unit 36a that is integrally connected to the torque converter shaft 34, a starting clutch 36b that connects the input rotation unit 36a and the input shaft 38 of the CVT 16, and an input rotation unit 36a. And a ring gear 36c integrally formed. The planetary gear type forward / reverse switching mechanism 36 includes a sun gear 36d provided on the input shaft 38 and a plurality of planetary gears 36e meshing with the ring gear 36c, a carrier 36f for rotating and supporting the planetary gear 36e, and the carrier A reverse clutch 36g that engages the outer periphery of 36f with the housing.

  In the planetary gear type forward / reverse switching mechanism 36, the input rotating portion 36a and the input shaft 38 can be integrally rotated in the same direction by engaging the input rotating portion 36a and the input shaft 38 by the starting clutch 36b. it can. Further, when the starting clutch 36b is released and the carrier 36f and the housing are engaged by the reverse clutch 36g, the carrier 36f is fixed, and the input shaft 38 can be driven via the planetary gear 36e. In this case, the input shaft 38 rotates in the opposite direction to the rotation of the input rotating portion 36a, and the vehicle can be moved backward.

  The CVT 16 includes a planetary gear type forward / reverse switching mechanism 36, a drive pulley 40 supported by the input shaft 38, and a driven pulley 44 that rotates following a rotation of the drive pulley 40 via a metal belt 42. And an output shaft 48 for transmitting the rotation of the driven pulley 44 to the intermediate shaft 46. The metal belt 42 is configured, for example, by attaching a large number of push pieces to two straps.

  The drive pulley 40 includes a fixed pulley half 40a fixed to the input shaft 38 and a movable pulley half 40b slidable in the axial direction by hydraulic pressure acting on the hydraulic oil chamber 50. The groove width of the groove 40c of the drive pulley 40 can be changed by the sliding position of the body 40b.

  Similarly, the driven pulley 44 includes a fixed-side pulley half 44 a fixed to the output shaft 48 and a movable-side pulley half 44 b slidable in the axial direction by hydraulic pressure acting on the hydraulic oil chamber 52. The groove width of the groove 44c of the driven pulley 44 can be changed by the sliding position of the side pulley half 44b.

  The hydraulic oil supplied to the hydraulic oil chamber 50 is supplied from the pump 54 via the control valve 56 and the oil passage 38 a passing through the axial center of the input shaft 38, and is similarly supplied to the hydraulic oil chamber 52. Is supplied from the pump 54 through an oil passage 48 a that passes through the axial center of the control valve 58 and the output shaft 48. The pump 54 is driven by the rotation of the torque converter shaft 34 via power transmission means (for example, a chain / sprocket mechanism) (not shown).

  The control valves 56 and 58 operate under the control of the CVT control unit 22 and can change the pressure of the hydraulic oil chambers 50 and 52. Thereby, the movable pulley halves 40b and 44b can be slid in the axial direction in conjunction with each other, and the widths of the grooves 40c and 44c can be continuously changed. Therefore, the ratio of the diameter around which the metal belt 42 is wound, that is, the transmission ratio can be changed steplessly. In FIG. 1, the drive pulley 40 and the driven pulley 44 have an upper half and a lower half with the transmission ratio being OD (Over Drive) and a low state, respectively, with the shaft as the center.

  The rotational speed of the input shaft 38 is steplessly changed by the CVT 16 and transmitted to the output shaft 48. The rotational speed of the output shaft 48 is decelerated by the intermediate shaft 46 and transmitted to the differential gear 60.

  The differential gear 60 can travel by driving the wheel shaft 14 and the drive wheels 64 via a gear mechanism 60a for absorbing the difference in rotational speed between the inner ring and the outer ring during curve traveling.

  The lock-up clutch 32e in the torque converter 32 is controlled by the pressure of the oil passages 102a and 102b connected to the clutch control unit 100, and enters the engaged, disconnected, and slip states. That is, the oil passages 102a and 102b communicate with the engagement-side oil chamber 104a and the release-side oil chamber 104b that are opposed to each other with the lock-up clutch 32e sandwiched inside the torque converter 32, respectively. The lockup clutch 32e can be engaged when the pressure is sufficiently higher than the pressure in the path 102b. Conversely, the lockup clutch 32e can be disconnected when the pressure in the oil passage 102b is sufficiently higher than the pressure in the oil passage 102a. Further, by appropriately balancing the pressure in the oil passage 102a and the pressure in the oil passage 102b, the lock-up clutch 32e can be slipped in a half-engaged state. In this case, the torque of the output shaft 12a is limitedly transmitted to the torque converter shaft 34 according to the degree of slip.

  The clutch control unit 100 operates under the action of the main controller 20 and a valve group 108 that appropriately reduces the pressure oil supplied from the original pressure oil passage 106 connected to the pump 54 and supplies the pressure oil to the oil passages 102a and 102b. And an electromagnetic proportional valve 110 that controls the valve group 108. The electromagnetic proportional valve 110 is electrically operated from the main controller 20, and the valve group 108 can be pilot-operated by generating an oil pressure proportional to the operation amount. The valve group 108 can be pilot operated from the electromagnetic proportional valve 110 and other devices to control the pressure in the oil passages 102a and 102b.

  Connected to the main controller 20 are a throttle opening sensor 70 that detects a throttle opening TH that is the opening of the throttle valve 28, and a pressure sensor 72 that detects an absolute pressure PB downstream of the throttle valve 28. The main controller 20 includes a crank angle sensor 74 that detects the crank angle of the engine 12, a water temperature sensor 76 that detects the engine water temperature, a rotation speed sensor 78 that detects the engine rotation speed Ne, and the rotation of the torque converter shaft 34. A rotation speed sensor 80 that detects the number and a vehicle speed sensor 82 that detects the vehicle speed V are connected.

  Further, the main controller 20 is connected to an injector 120 that is an actuator for fuel injection in each cylinder of the engine 12 and a spark plug 122 that is an actuator for fuel ignition in each cylinder. The injector 120 can inject fuel to the engine 12 at a predetermined timing under the action of the main controller 20. Further, the fuel supply can be stopped under a predetermined condition, and unnecessary ignition by the spark plug 122 can be stopped at this time.

  Although not shown, the vehicle speed sensor 82 is provided with a total of four vehicle speed sensors 82 for the left and right drive wheels 64 and the left and right driven wheels.

  The main controller 20 may be separated into a plurality of units according to function by the control function of the engine 12, the control function of the torque converter 32, or the like.

  The CVT control unit 22 includes a rotation speed sensor 83 that detects the rotation speed of the input shaft 38 by teeth provided on the outer peripheral portion of the fixed pulley half body 40a, and an outer peripheral portion of the fixed pulley half body 44a. A rotation speed sensor 84 that detects the rotation speed of the output shaft 48 by teeth and a position switch 86 that outputs a signal indicating a shift range (D, N, P, etc.) selected by the driver are connected. Further, a throttle opening sensor 70, a pressure sensor 72, a crank angle sensor 74, rotation speed sensors 78 and 80, and a vehicle speed sensor 82 are connected to the CVT control unit 22. Further, the main controller 20 and the CVT control unit 22 are connected by a communication line 88, and mutual communication such as data is possible.

  As shown in FIG. 2, the main controller 20 includes a CPU (Central Processing Unit) 200 as a main control unit, a RAM (Random Access Memory) 202 and a ROM (Read Only Memory) 204 as recording units, and each of the sensors described above. The input interface (IF) 206 for inputting the above-mentioned signal, the driver 208 for driving the electromagnetic proportional valve 110, the injector 120 and the spark plug 122, and the bus 210 for connecting these elements.

  The CPU 200 reads the program 212 recorded in the ROM 204 and performs processing based on the description content of the program 212 in cooperation with the RAM 202, the ROM 204, the input interface 206, and the driver 208.

  Next, the operation of the vehicle lockup clutch control device 10 configured as described above will be described with reference to FIGS. 3 and 5 are mainly a first task (fuel supply stop start determination means) and a second task performed by the CPU 200, and are repeatedly executed continuously every predetermined minute time. Do. The first task and the second task are mainly processing related to the engine 12 and processing related to the torque converter 32, and are executed simultaneously in parallel for every minute time. The first task and the second task can exchange information with each other by a function such as an OS (Operating System).

  First, in step S1 of the first task shown in FIG. 3, from the throttle opening sensor 70, the rotational speed sensor 78, the vehicle speed sensor 82, etc., the throttle opening TH at that time, the engine rotational speed Ne, the vehicle speed V, the absolute pressure PB, etc. Read the signal.

  Next, in step S2, it is confirmed whether or not the throttle valve 28 is closed. That is, when the throttle opening TH is substantially “0” (when the accelerator pedal is released), the process proceeds to step S3, and in other cases (when the accelerator pedal is depressed), the current process is performed. Exit.

  In step S3, it is confirmed by referring to a predetermined flag whether or not a condition for stopping the fuel supply is satisfied. When this condition is satisfied, the process proceeds to step S4, and when this condition is not satisfied, the current process is terminated.

  The condition for stopping the fuel supply is a complex condition. For example, one of the complex conditions is established depending on whether or not the value of the absolute pressure PB is in a stable state. That is, when the accelerator pedal is released, the engine brake is applied, and the downstream side of the throttle valve 28 becomes negative pressure and the absolute pressure PB decreases. At this time, the speed at which the absolute pressure PB decreases depends on the engine speed Ne at that time.

  The determination that the absolute pressure PB is in a stable state is made on the condition that the pressure value PB0 finally reached (see FIG. 4) substantially coincides, or that the rate of change of the absolute pressure PB is approximately zero. do it.

  In step S4, the value of the ready flag F_FCREADY is confirmed. When the ready flag F_FCREADY is “0”, the process proceeds to step S5. When the ready flag F_FCREADY is “1”, the process proceeds to step S7. The ready flag F_FCREADY is a flag indicating that preparation for stopping the supply of fuel to the engine 12 is completed, and is “0” in the initial state.

  In step S5, “1” is set to the ready flag F_FCREADY, and in step S6, the timer TFCDLY in which a predetermined initial value is set is started to be counted down. The timer TFFDLY is periodically subtracted by “1” by a predetermined interrupt routine (not shown), and by referring to the value of the timer TFCDLY, the time elapsed from the execution time of step S6 for starting the countdown is recognized. can do. The predetermined initial value set in the timer TFCDLY is a process for stopping the supply of fuel to the engine 12 from the execution of steps S5 and S6, which is the time when the condition for stopping the fuel supply is satisfied (step S8). ), The lock-up clutch 32e can be disconnected, and is set as a value that allows for the operation delay time and some allowance.

  In step S7, the value of the timer TFCDLY is confirmed. If TFCDLY = 0, the process proceeds to step S8. If TFCDLY> 0, the current process is terminated. That is, the countdown of the timer TFCDLY started in step S6 is waited based on the determination in step S7, and when the timer TFCDLY becomes “0”, step S8 is executed.

  In step S8, the supply of fuel to the engine 12 is stopped. Specifically, the operation of the injector 120 is stopped and the ignition by the spark plug 122 is stopped. Further, “1” is set to the fuel cut flag F_FDECFC indicating that the fuel supply is stopped.

  Next, the 2nd task of FIG. 5 which is a process regarding the torque converter 32 is demonstrated.

  First, in step S101, signals from various sensors are read in the same manner as in step S1. These signals may be supplied from the first task.

  Next, in step S102, it is confirmed whether or not the throttle valve 28 is in a closed state. That is, when the throttle opening TH is substantially “0” (when the accelerator pedal is released), the process proceeds to step S106, and otherwise (when the accelerator pedal is depressed), the process proceeds to step S103. Move.

  In step S103, the fuel cut flag F_FDECFC is read from the first task, and the value is confirmed. When the fuel cut flag F_FDECFC is “1” (when the fuel supply is stopped), the process proceeds to step S108, and when it is “0”, the process proceeds to step S104.

  In step S104, the ready flag F_FCREADY is read from the first task and the value is confirmed. When the ready flag F_FCREADY is “1”, the process proceeds to step S107, and when it is “0”, the process proceeds to step S105.

  In step S105, regarding the flow of processing for releasing the lockup clutch 32e when the fuel supply stop processing (referred to as “F / C” in FIG. 5) returns when the vehicle speed decreases during deceleration of the vehicle. judge. That is, when the lockup clutch 32e is disconnected and returned from the fuel supply stop process during deceleration, the process proceeds to step S108, and otherwise, the process proceeds to step S106. Specifically, this determination process may be determined by checking the value of a flag set in a predetermined separate routine.

In step S106 (acceleration side control means), the lockup clutch 32e is engaged, and the output shaft 12a of the engine 12 and the torque converter shaft 34 are directly engaged. Further, in step S106, acceleration side control of the engagement capacity of the lockup clutch 32e is performed when the vehicle is in an acceleration state. On the other hand, in step S107, the value of the timer TFFDLY started to be counted down in step S6 of the first task When the timer TFCDLY is smaller than the predetermined constant C1, the process proceeds to step S108, and when the timer TFCDLY is greater than or equal to the constant C1, the process proceeds to step S105.

  Next, in step S108 (deceleration side control means), the state where the lock-up clutch 32e is engaged is shifted to the half-engaged state, that is, the slip state. Further, in step S108, deceleration side control of the engagement capacity of the lockup clutch 32e is performed when the vehicle is in a deceleration state.

  When the lock-up clutch 32e is in a half-engaged state, the torque of the engine 12 is limitedly transmitted to the torque converter shaft 34.

  After step S106 or S108, the current process is terminated.

  As shown in FIG. 4, the constant C1 is set so that the time from when the timer TFCDLY falls below the constant C1 to when TFCDLY = 0 is set to T1, because of the relationship with the value of the timer TFCDLY. Yes. This time T1 is an operation delay time until the lock-up clutch 32e is shifted from the engaged state to the half-engaged state, and is set to a value of about 100 to 1000 [msec], for example.

  That is, according to the processes of the first task and the second task, the lockup clutch 32e is operated so as to be in a half-engaged state, and then the fuel supply is stopped after the time T1 has elapsed. At this time, the lock-up clutch 32e is in the half-engaged state, and the shock generated in the engine 12 is not transmitted to the drive wheels 64 by stopping the fuel supply. As a result, the driver does not feel shock and ride comfort is improved.

  Further, the half-engaged state may be set so that an appropriate slip rate is obtained so that the driver does not feel shock. Specifically, the electrical command value for the electromagnetic proportional valve 110 may be adjusted.

Further, the time (delay time) T0 from the time when the timer TFFDLY starts counting down to the time when TFCDLY = 0 is set as a time longer than the time T1 by a margin time T2. As the allowance time T2 elapses, the absolute pressure PB is more reliably stabilized.

  As described above, according to the vehicle lockup clutch control device 10 according to the present embodiment, the timing at which the lockup clutch 32e is half-engaged is not simply set according to the value of the throttle opening TH. It is set based on a ready flag F_FCREADY that is a determination result in the first task such as a stable state of the absolute pressure PB (that is, a determination result that the condition for stopping the fuel supply is satisfied). In the second task, based on the ready flag F_FCREADY and the timer TFCDLY, the lockup clutch 32e is operated in order to make the lockup clutch 32e half-engaged ahead of time T1 before stopping the fuel supply. Therefore, the delay in which the clutch capacity (engagement capacity) is reflected in the actual capacity can be guaranteed, and the lock-up clutch 32e is surely half-engaged when the fuel supply is actually stopped.

  Even if the throttle opening TH is substantially “0” by the process of the second step task, the lockup clutch 32e is released under a predetermined condition by the processes of steps S105 and S106 (see FIG. 5). It can be held in the engaged state. The determination in step S105 may be performed such that, for example, when the engine speed Ne is equal to or greater than a predetermined value, the lockup clutch 32e is held in the engaged state.

Furthermore, in the vehicle lockup clutch control device 10 according to the present embodiment, a CVT 16 is connected as a transmission. The CVT 16 can automatically set the most efficient gear ratio according to the traveling state by the action of the CVT control unit 22, and the engine speed Ne is low when the vehicle is decelerating or the like. In many cases, the gear ratio is set so as to achieve a low rotation to improve fuel efficiency. Thus, when the engine speed Ne is low at low load, the time from when the throttle opening TH becomes approximately “0” until the absolute pressure PB becomes stable (settling time) T3 (Refer to FIG. 4) In the present embodiment, in the present embodiment, the absolute pressure PB is stabilized by the processing of the first task, and the condition for stopping the fuel supply from other conditions is satisfied. Is set to “1” for the ready flag F_FCREADY. Therefore, before this, the lockup clutch 32e is not half-engaged and the fuel supply is not stopped.

  Also, just before the vehicle stops, the transmission ratio of the CVT 16 needs to be set to the low position, and the discharge amount required for the pump 54 to move the movable pulley halves 40b and 44b increases. For this reason, in order to reliably operate the pump 54 driven by the torque converter shaft 34, it is preferable to keep the lock-up clutch 34e in an engaged state as much as possible. According to the vehicle lockup clutch control apparatus 10 according to the present embodiment, as is apparent from FIG. 4, the fuel supply is stopped when the lockup clutch 34e is shifted from the engaged state to the half-engaged state. This is a time point preceding the time point by the time T1, and the lockup clutch 34e maintains the engaged state between the time point T3 and the time T2 from the time point when the throttle opening TH becomes substantially “0”. Accordingly, during this time, the pump 54 can be driven reliably and a sufficient discharge amount can be secured.

  The CVT 16 is not limited to a belt type using the metal belt 42 but may be a so-called toroidal type. Further, the transmission is not limited to a continuously variable transmission but may be an automatic transmission.

  The vehicle lock-up clutch control device according to the present invention is not limited to the above-described embodiment, and various configurations can be adopted without departing from the gist of the present invention.

It is a schematic block diagram of the drive mechanism of a vehicle provided with the lockup clutch control apparatus for vehicles which concerns on this Embodiment. It is a block diagram inside a main controller. It is a flowchart which shows the processing content by a 1st task. It is a time chart of a throttle opening, an absolute pressure, the state of a lockup clutch, the state of fuel supply, a flag, and a timer. It is a flowchart which shows the processing content by a 2nd task.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Vehicle lockup clutch control apparatus 12 ... Engine 14 ... Wheel shaft 16 ... CVT 20 ... Main controller 22 ... CVT control part 32 ... Torque converter 34 ... Torcon shaft 36 ... Planetary gear type forward / reverse switching mechanism 40 ... Drive pulley 42 ... Metal belt 44 ... Driven pulley 46 ... Intermediate shaft 56, 58 ... Control valve 60 ... Differential gear 64 ... Drive wheel 70 ... Throttle opening sensor 72 ... Pressure sensor 78, 80, 83, 84 ... Rotation speed sensor 82 ... Vehicle speed sensor DESCRIPTION OF SYMBOLS 100 ... Clutch control part 110 ... Electromagnetic proportional valve 120 ... Injector 122 ... Spark plug PB ... Absolute pressure TH ... Throttle opening degree

Claims (3)

In a vehicle lock-up clutch control device for controlling a lock-up clutch provided in a torque converter that transmits output shaft rotation of an engine in a vehicle to a wheel shaft,
Fuel supply control means for stopping fuel supply to the engine;
When the vehicle is decelerated, the fuel supply control means stops the fuel supply after the settling time has elapsed from when the throttle opening becomes substantially zero until the absolute pressure downstream of the throttle valve becomes stable . Fuel supply stop start determining means for determining that the start condition is satisfied;
Deceleration side control means for performing deceleration side control of the engagement capacity of the lockup clutch;
Have
The fuel supply stop start determining means establishes the fuel supply stop start condition, and after a predetermined margin time has elapsed, the deceleration side control means starts the deceleration side control, and after the deceleration side control starts. The vehicle lockup clutch control device, wherein the fuel supply means stops the fuel supply to the engine after a delay time has elapsed since the start condition was satisfied. In the vehicle lock-up clutch control device according to claim 1,
Accelerating-side control means for performing acceleration-side control of the engagement capacity of the lock-up clutch when the vehicle is in an acceleration state;
The vehicle lockup clutch control device, wherein the acceleration side control is executed until the deceleration side control is started even when the vehicle is decelerating. In the vehicle lock-up clutch control device according to claim 1,
The inter-office scheduled, the engagement capacity that the vehicle lock-up clutch control device according to claim which is set to match the delay is reflected in the actual capacity of the lock-up clutch.

Images