JP2000257457A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress jerking vibration at sudden acceleration in a vehicle which switches a load controlling method according to a load. SOLUTION: In a vehicle, which executes a T-J load control (S3) that controls a basic injection volume based on the throttle valve opening during light-load running and switches to a D-J load control (S5) that controls the basic injection volume based on the air intake volume of an engine during heavy-load running, it is not shifted to the D-J load control, while a jerking suppression control based on the throttle valve opening is processed, even when it turns into a load condition where shifting to the D-J load control should be executed, in response to a sudden accelerating operation during the T-J load control (S4). Therefore, a shock is not produced accompanying the shifting during execution of the jerking suppression control, and the jerking suppression control can be executed at an accurate timing based on the throttle valve opening.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle for controlling a basic fuel injection amount based on an intake amount of an engine or a throttle valve opening.

[0002]

2. Description of the Related Art In many vehicles equipped with a direct fuel injection type engine, an air flow meter or an intake pipe negative pressure sensor is provided in an intake pipe for the purpose of accurately determining an air-fuel ratio of an air-fuel mixture. The intake air amount that changes according to the opening and closing of the operated throttle valve is calculated based on the airflow detected by the air flow meter and the negative pressure detected by the intake pipe negative pressure sensor. The basic fuel injection amount is controlled so as to obtain the fuel ratio.

On the other hand, as an effective means for reducing NOx (nitrogen oxide) in exhaust gas, EGR (Exhaust Gas Re-c
irculation; exhaust gas recirculation), an openable and closable EGR passage communicating between the exhaust pipe and the intake pipe downstream of the throttle valve is provided, and a part of the exhaust gas discharged to the exhaust pipe is appropriately taken in. Configurations for refluxing into tubes are known. In an engine to which such EGR is applied, when EGR is performed, exhaust gas is mixed into the intake pipe, so that the intake pipe negative pressure fluctuates. Therefore, the control of the basic injection amount based on the intake amount of the engine cannot be appropriately performed.

For this reason, in such an engine, the EGR is not performed at the time of high load (at the time of high rotation and large injection), and the first control for controlling the basic injection amount based on the intake air amount of the engine is used. The EGR is performed only when the load is low (when the engine is running at a low speed and a small amount), and the second control is performed based on the throttle valve opening degree instead of the engine intake amount.
The basic injection amount is controlled.

[0005]

By the way, in a vehicle equipped with a continuously variable transmission, if the continuously variable transmission is operated to the deceleration side in response to a sudden acceleration request by depressing an accelerator pedal, at the end of the shift. It is known that longitudinal vibration of a vehicle body occurs. This is referred to as backlash or transient surge, and when the continuously variable transmission is operated to the deceleration side in response to a sudden acceleration request, the number of revolutions of the rotating body involved in power transmission changes. Then, an inertia torque is generated according to the change amount (angular acceleration) and the inertia moment of the rotation speed. When the speed change is completed and the rotation speeds of the rotating bodies are stabilized at the target rotation speed, the inertia torque is reduced. As a result of the release of the torque, the drive torque is temporarily increased by the inertia torque, and the longitudinal vibration of the vehicle body occurs against the torsional elasticity of the power transmission system.

[0006] In order to suppress this kind of shaky vibration, for example, in the device disclosed in Japanese Patent Application Laid-Open No. H11-5460 proposed by the present applicant, based on the output torque of the engine and the gear ratio of the continuously variable transmission, The half cycle of the shear vibration expected to be generated at the end of the shift is calculated, and the output torque of the engine and the shift of the continuously variable transmission are determined at a predetermined timing with respect to a point in time half a cycle before the generation of the shear vibration. The ratio and the ratio are controlled together to generate vibrations of opposite phases that cancel out the shearing vibration, thereby suppressing the shearing vibration. Hereinafter, the control for controlling at least one of the engine and the continuously variable transmission to suppress the longitudinal vibration of the vehicle will be referred to as "shake reduction control". This control for suppressing shearing is particularly effective in an engine of a fuel direct injection type having a good operation response.

On the other hand, with respect to vehicle vibrations, the output torque of the engine is gradually reduced by gradually reducing the output of the basic injection amount to reduce the shock at the time of deceleration such as sudden braking. There is also an apparatus configured to perform so-called smoothing control.

However, the above-described first control for controlling the basic injection amount based on the intake air amount of the engine and the throttle valve for controlling the shearing control during the rapid acceleration and the smoothing control during the deceleration as described above. When the present invention is applied to a vehicle control device that selects and executes the second control for controlling the basic injection amount based on the opening degree, the throttle valve opening (throttle valve opening When the transition from the second control (based on the degree) to the first control (based on the intake air amount) is performed, or conversely, the transition from the first control to the second control is performed, Since there is a deviation in the control amount, a shock due to a sudden change in torque occurs, and there is a problem that the shearing suppression control and the smoothing control cannot be effectively performed.

Further, since the shearing suppression control is for canceling the shearing vibration, it is required to output the control at an extremely accurate timing. However, the change in the intake air amount and the change in the engine output torque require time. Since there is a deviation, it is difficult to perform control output at an accurate timing if the shear control is performed based on the intake air amount of the engine.

The present invention has been made in view of the above-mentioned problems, and has a first control for controlling a basic injection amount based on an intake air amount of an engine and a second control for controlling the basic injection amount based on a throttle valve opening. It is an object of the present invention to effectively execute shaking suppression control and smoothing control in a vehicle control device of a type that selectively executes the above control.

[0011]

In order to achieve the above object,
According to a first aspect of the present invention, there is provided a control device for a vehicle including an engine and a continuously variable transmission, wherein the first control controls a basic injection amount based on an intake amount of the engine, and a throttle valve of the engine. A second control for controlling a basic injection amount based on an opening degree, and selecting and executing the second control in accordance with a load state of the engine. When the load state is to be shifted to the first control, the engine or the continuously variable transmission is controlled based on the throttle valve opening to control the longitudinal vibration of the vehicle. In this state, the control does not shift from the second control to the first control.

According to the first aspect of the present invention, during the execution of the second control for controlling the basic injection amount based on the throttle valve opening, the load state of the engine is controlled based on the intake air amount. Even if the load state shifts to the first control, the control shifts to the first control in a state where the engine or the continuously variable transmission is in the state of performing the shrinkage suppression control based on the throttle valve opening. Instead, the control shifts to the first control on condition that the shaking reduction control is completed. As described above, in the first aspect of the present invention, since the transition from the second control to the first control is performed after the end of the shaking reduction control,
There is no shock associated with this transition being performed during execution of the shear suppression control. Also, since the shearing reduction control is performed based on the throttle valve opening,
Responsiveness is better than that based on the intake air amount, and control output can be performed at extremely accurate timing. Therefore, in the first aspect of the present invention, the shearing reduction control can be effectively performed.

According to a second aspect of the present invention, there is provided a control device for a vehicle including an engine and a continuously variable transmission, wherein the first control for controlling a basic injection amount based on an intake air amount of the engine; A second control for controlling a basic injection amount based on a throttle valve opening degree according to a load state of the engine. When the load state becomes a load state to be shifted to the second control, in a state where the smoothing control for gradually reducing the output torque of the engine is performed during deceleration of the vehicle, the A control device for a vehicle, wherein the control does not shift from the first control to the second control.

According to the second aspect of the present invention, during the execution of the first control for controlling the basic injection amount based on the intake air amount, the engine load state is controlled based on the throttle valve opening degree. Even if the load state should be shifted to the second control, the second control is shifted to when the smoothing control for gradually reducing the output torque of the engine is performed when the vehicle is decelerated. Instead, the control shifts to the second control on condition that the smoothing control is completed. Thus the second
In the present invention, since the transition from the first control to the second control is performed after the end of the smoothing control, there is no shock caused by the transition being performed during the execution of the smoothing control, Smoothing control can be performed effectively.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention (hereinafter referred to as embodiments) will be described below with reference to the drawings. FIG. 1 shows a schematic configuration diagram of a control device 1 for a vehicle according to an embodiment of the present invention. The vehicle targeted in this embodiment is a vehicle in which a fuel direct injection type engine 10 and a traveling section (not shown) having drive wheels are connected via a continuously variable transmission 16.

In FIG. 1, a crankshaft 12 of an engine 10 is connected to a belt type continuously variable transmission (hereinafter referred to as CV) via a starting clutch 14.
(Referred to as T) 16 input shafts 18. CVT
The 16 output shafts 20 are connected to the drive shaft of the vehicle via a differential gear device or the like (not shown), whereby the torque of the engine 10 is transmitted to the drive wheels of the traveling unit.

The input shaft 18 and the output shaft 2 of the CVT 16
At 0, variable pulleys 22 and 24 having variable effective diameters are provided. A transmission belt 26 is wound between these variable pulleys 22 and 24. The variable pulleys 22 and 24 are fixedly rotatable bodies 28 and 30 fixed to the input shaft 18 and the output shaft 20, respectively, and are movable in the axial direction on the input shaft 18 and the output shaft 20, but are not relatively rotatable in the rotational direction. And the movable rotating bodies 32 and 34 provided in the moving body. The movable rotators 32 and 34 are configured to move in the axial direction by the operation of hydraulic actuators 33 and 35 attached thereto, whereby the fixed rotators 28 and 30 and the movable rotators 32 and 34 are moved. , The width of the V-groove formed between them varies, and the hanging diameter of the transmission belt 26 is changed.

The input shaft 18 and the output shaft 20 of the CVT 16 have a rotation sensor 36 for detecting their rotation speed.
And 38 are provided, respectively. The rotation sensors 36 and 38 are electrically connected to an electronic control unit (hereinafter referred to as an ECU) 40 mainly composed of a microcomputer, and the ECU 40 determines the speed ratio of the CVT 16 based on detection signals from the rotation sensors 36 and 38. Control.

The engine 10 is provided with a fuel injection device 11 for directly injecting fuel into a combustion chamber. A throttle valve 49 installed on the intake pipe 41 of the engine 10 has a throttle actuator 50 for opening and closing the throttle valve 49.
The intake pipe 41 is provided with an intake pipe negative pressure sensor 42 for detecting an intake pipe negative pressure in order to calculate an intake air amount. On the other hand, a rotation sensor 44 for detecting the engine rotation speed is provided near the crankshaft 12. The EGR device 39 connects the intake pipe 41 and the exhaust pipe 43 to each other.
And an EGR passage so as to be openable and closable. EC
U40 includes these fuel injection device 11, throttle actuator 50, intake pipe negative pressure sensor 42, rotation sensor 4
4 and the EGR device 39 are electrically connected, and the basic injection amount of the fuel injection device 11 and the EGR device 39
It is configured to control the operation amount of.

On the other hand, near the accelerator pedal 46, an accelerator sensor 48 for detecting the opening of a throttle valve 49 interlocked with the accelerator pedal 46 is provided. Based on the throttle valve opening, the vehicle speed detected by the rotation sensor 38, and the engine speed detected by the rotation sensor 44, the intake air amount is controlled through the throttle actuator 50.

The shift lever 52 provided in the vicinity of the driver's seat is provided with a shift sensor 54 for detecting the operation position of the shift lever 52. The ECU 40 determines the drive range and the like detected by the shift sensor 54. The starting clutch 14 and the CVT are determined based on information such as vehicle speed, accelerator opening, and the like.
The gear ratio of No. 16 is controlled.

Now, the vehicle control device 1 having such a configuration will be described.
The following describes an example of the control executed in the control. A common matter in the control of each of the following embodiments is that the engine 1 calculated from the detection value of the intake pipe negative pressure sensor 42
The pressure-based injection control (D-Jetronic (registered trademark); hereinafter referred to as DJ load control) as first control for controlling the basic injection amount based on the intake air amount of zero, and is calculated from the detection value of the accelerator sensor 48. Throttle reference injection control (T-Jetronic (TM); hereinafter referred to as TJ load control) as second control for controlling the basic injection amount based on the throttle valve opening degree. As shown in FIG. 3, the two controls are switched in accordance with the basic injection amount as the load state of the engine 10, and the DJ load control is performed at a high load (high rotation and large injection), and the DJ load control is performed at a low load. At the time of low rotation and small amount injection, TJ load control is selected and executed.

The switching reference injection amount, which serves as a reference for switching between the DJ load control and the TJ load control, is set with a constant hysteresis when the load increases and when the load decreases. That is, the switching reference injection amount in FIG. 3 shows only the case where the load increases from the TJ region to the DJ region, but conversely, the load decreases from the DJ region to the TJ region. In this case, the value of the basic injection amount smaller than the illustrated switching reference injection amount is used as the switching reference injection amount.

In the DJ load control and the TJ load control, different types of combustion are performed by changing the timing of fuel injection in the combustion cycle of the engine 10. In the case of J load control, fuel injection is performed late in the compression stroke to create a rich mixture only near the spark plug, so-called stratified combustion. In the case of TJ load control, fuel injection is performed in the intake stroke. So-called homogeneous combustion is performed.

Further, in the control of each of the following embodiments, when the accelerator pedal 46 is rapidly accelerated, the above-described shaking suppression control, that is, the throttle valve opening calculated from the detected value of the accelerator sensor 48 is performed. The output torque of the engine 10 is calculated based on the degree, and the speed ratio of the CVT 16 is calculated based on the detected values of the rotation sensors 36 and 38. A half cycle of the vibration is calculated, and at a predetermined timing based on a time point (Ts1 in FIGS. 4 and 6) that is a half cycle before the expected point of occurrence of the shear vibration (T0 in FIGS. 4 and 6), The output torque of the engine 10 and the gear ratio of the CVT 16 are both controlled to generate anti-phase vibrations that cancel the body vibrations. The one in which control for suppressing the surging vibration is performed (Ts1 in FIGS. 4 and 6
To Te1). Then, in the control subroutine of the shearing reduction control, a shearing reduction control execution flag indicating that the shearing reduction control is being executed is set, and this shaking reduction control execution flag is described later in the control routine in each of the following embodiments. Is referred to as

Embodiment 1 The features of the first embodiment are as follows.
When a rapid acceleration operation of the accelerator pedal 46 is performed and the engine speed Ne and the basic injection amount Q increase during the execution of the T-J load control, and the load state shifts to the DJ load control, In a state in which the engine 10 and the CVT 16 are performing the shear control based on the throttle valve opening, the transition from the TJ load control to the DJ load control is not performed. This will be described below with reference to the flowchart of FIG.

In FIG. 2, first, the engine speed Ne detected by the rotation sensor 44 and this engine speed Ne
The ECU 40 reads the basic injection amount Q of the fuel injection device 11 obtained based on a predetermined map according to the above (S1). Then, in step S2, it is determined whether or not the basic injection amount Q corresponding to the current engine speed Ne is lower than the switching reference injection amount shown in FIG.

If an affirmative determination is made in step S2, that is, if the engine speed Ne and the basic injection amount Q are relatively small and the load is low and the basic injection amount Q is lower than the switching reference injection amount, the control is performed. Shifts to step S3, and TJ load control is performed as the second control for controlling the basic injection amount Q of the fuel injection device 11 based on the throttle valve opening calculated from the detection value of the accelerator sensor 48. .

If the result of the determination in step S2 is negative, that is, if the engine speed Ne and the basic injection amount Q are relatively high and the load is high and the basic injection amount Q exceeds the switching reference injection amount, The control moves to step S4. In step S4, whether or not the shearing reduction control is being executed is determined based on whether or not the above described shearing reduction control execution flag is set. However, during normal high load operation in which the shearing reduction control is not being executed. In this step S4, a negative determination is made, and control is performed in step S5.
Move to In step S5, the intake pipe negative pressure sensor 42
As the first control for controlling the basic injection amount Q of the fuel injection device 11 based on the intake amount calculated from the detected value of
-J load control is performed.

Here, if the accelerator pedal 46 is suddenly accelerated during the execution of the TJ load control, the above-described shaking suppression control is performed on the engine 10 and the CVT 16 in response to this. Then, the executed flag for suppressing the shearing control is set. On the other hand, when the engine speed Ne and the basic injection amount Q increase in response to the rapid acceleration operation of the accelerator pedal 46, and the basic injection amount Q exceeds the switching reference injection amount shown in FIG. When it is determined that the load state is to be shifted to, whether or not the shearing reduction control is being executed is determined in step S4 based on whether or not the above described shearing reduction control execution flag is set. Since the shear control is being executed, an affirmative determination is made in step S4, the control returns to step S3, and the TJ load control as the second control is continuously performed.

Then, a negative determination is made in step S4 on condition that the shear suppression control has been completed, and the control proceeds to step S5, where the control is performed based on the intake air amount calculated from the detection value of the intake pipe negative pressure sensor 42. As a result, DJ load control is performed as first control for controlling the basic injection amount Q of the fuel injection device 11.

As described above, in the first embodiment, during the execution of the TJ load control as the second control based on the throttle valve opening, the load state of the engine changes as the first control based on the intake air amount. This is a case where the load state has to be shifted to the DJ load control, and the engine 10 and the CVT
In the case where the shear control based on the throttle valve opening is being performed on the throttle valve 16, the TD load control is shifted to the DJ load control on condition that the shear control is completed. Therefore, in the first embodiment, the transition from the JJ load control to the DJ load control is not performed in the state where the shear control is being performed, and the transition to the DJ load control is performed when the shear control is terminated. To be done later,
There is no shock caused by this shift being performed during execution of the shear control, and the shift control is performed based on the throttle valve opening. Since the control output can be performed at an accurate timing, it is possible to effectively perform the shear suppression control.

Embodiment 2 In the second embodiment, when the accelerator pedal 46 is operated to the off side, the above-described smoothing control, that is, deceleration such as sudden braking, is performed based on the intake air amount calculated from the detection value of the intake pipe negative pressure sensor 42. The basic injection amount Q for the fuel injection device 11 accompanying the operation of the accelerator pedal 46 to the off side in order to reduce the shock at the time of
The control is performed to gradually reduce the output torque of the engine 10 by dividing the reduced output into small portions and performing the output little by little. In the control subroutine of the smoothing control, as shown in the timing chart of FIG. 6, a smoothing control execution flag indicating that the smoothing control is being executed is set. The control routine according to the second embodiment is referred to as described later.

In the second embodiment, similarly to the first embodiment, the TJ load control is executed at a low load, and the DJ load control is executed at a high load according to the load state of the engine 10. And TJ
In a case where sudden acceleration is performed during the execution of the load control and a load state to shift to the DJ load control is obtained, and when the shear control is being performed, the shear control is terminated. Is the same as in the first embodiment in that the control is shifted from the TJ load control to the DJ load control under the condition

The characteristic feature of the second embodiment is shown in FIG.
At time Ts2 in the timing chart of FIG.
-When the accelerator pedal 46 is operated to the off side during execution of the J load control, the engine speed Ne and the basic injection amount Q decrease, and the load state shifts to the TJ load control, the vehicle is decelerated. In the state where the smoothing control for gradually reducing the output torque of the engine is being performed, the transition to the TJ load control is not performed until the smoothing control ends, and the time of Te2 in FIG. Then, on the condition that the smoothing control is completed, the DJ load control is shifted to the TJ load control. This will be described below with reference to the flowchart of FIG.

In each control step of FIG. 5, step S11
The control in steps S15 to S15 is the same as that in steps S1 to S5 in the first embodiment. That is, it is determined whether the basic injection amount Q read in step S11 is smaller than the switching reference injection amount shown in FIG. 3 (S12), and in the case of an affirmative determination, that is, when the load is low, the TJ load control is performed. (S13) In the case of a negative determination, that is, when the load is high, the DJ load control is executed (S15), respectively. Further, even when the rapid acceleration operation is performed during the execution of the TJ load control, the engine speed Ne and the basic injection amount Q increase, and the load state is shifted to the DJ load control. If the shear load suppression control is being performed, the TJ load control is continuously executed without shifting to the DJ load control (S13), and the DJ load control is performed on condition that the shear load suppression control is completed. Move to

When the accelerator pedal 46 is operated to the off side during the execution of the DJ load control, the smoothing control based on the intake air amount is performed on the engine 10 in response to the operation. The smoothing control execution flag is set. On the other hand, in response to the operation of the accelerator pedal 46 to the off side, the engine speed Ne and the basic injection amount Q decrease, and the basic injection amount Q falls below a predetermined switching reference injection amount to shift to TJ load control. If the load state has been reached, an affirmative determination is made in step S12, and control proceeds to the next step S16, where it is determined whether or not the smoothing control is being executed by setting the above-described setting of the smoothing control execution flag. Although the determination is made based on the presence or absence, here, since the smoothing control is being executed, an affirmative determination is made in step S16, and the control again proceeds to step S15, where DJ as the first control is performed.
Load control continues.

On the condition that the smoothing control is completed, a negative determination is made in step S16, and the control proceeds to step S13, where the control is performed based on the throttle valve opening calculated from the detected value of the accelerator sensor 48. T- as the second control for controlling the basic injection amount Q of the fuel injection device 11
J load control is performed.

As described above, in the second embodiment, during the execution of the DJ load control as the first control based on the intake air amount, the load state of the engine is changed to the second control based on the throttle valve opening. In the case where the load state has to be shifted to the TJ load control, and when the smoothing control based on the intake air amount is being performed on the engine 10, it is determined that the smoothing control has been completed. The condition is shifted from DJ load control to TJ load control. Therefore, in the second embodiment, in the state where the smoothing control is being performed, the transition from the DJ load control to the TJ load control is not performed, and the transition to the TJ load control ends. Since the shift is performed later, there is no shock caused by the shift being performed during the execution of the smoothing control, and the smoothing control is a control that delays the deceleration operation and is performed based on the intake air amount. Since there is no adverse effect due to the delay of the change in the intake air amount, the smoothing control can be effectively performed.

In the timing chart of FIG. 6 in the second embodiment, the reduction pattern of the engine torque due to the execution of the smoothing control is shown as being linearly reduced from the time point Ts2 to the time point Te2. The control pattern of the smoothing control in is not limited to such a pattern, as long as the output torque of the engine is gradually reduced, for example, a pattern in which the output torque is reduced stepwise, or abruptly in the early stage of the reduction. Alternatively, the output torque may be gradually reduced at the end of the reduction.

In each of the above embodiments, when the DJ load control as the first control is performed based on the intake air amount of the engine, the intake air amount of the engine is detected using the detection value of the intake pipe negative pressure sensor 42. Is calculated, but another configuration, such as a configuration using a vane type air flow valve, may be used for detecting the intake air amount in the present invention. In performing the TJ load control as the second control based on the throttle valve opening, the opening of the throttle valve 49 is calculated using the detection value of the accelerator sensor 48. The throttle valve opening may be detected by another configuration, for example, a configuration using a potentiometer attached to the throttle valve 49, and these configurations also belong to the scope of the present invention.

[Brief description of the drawings]

FIG. 1 is a configuration block diagram illustrating an outline of a vehicle control device according to an embodiment of the present invention.

FIG. 2 is a flowchart illustrating a control process according to the first embodiment.

FIG. 3 is a graph showing a switching reference injection amount according to the embodiment of the present invention.

FIG. 4 is a timing chart of control in the first embodiment.

FIG. 5 is a flowchart illustrating a control process according to a second embodiment.

FIG. 6 is a control timing chart according to the second embodiment.

[Explanation of symbols]

Reference Signs List 1 vehicle control device, 10 engine, 11 fuel injection device, 14 starting clutch, 16 continuously variable transmission (CV
T), 40 ECU, 41 intake pipe, 42 intake pipe negative pressure sensor, 48 accelerator sensor, 49 throttle valve.

 ──────────────────────────────────────────────────続 き Continued on the front page F-term (reference) 3G301 HA04 JA04 KA13 KB10 LB04 LC01 MA12 MA13 MA14 NA01 PA01Z PA07Z PA11Z PE01Z

Claims (2)

[Claims] 1. A control device for a vehicle including an engine and a continuously variable transmission, wherein the first control controls a basic injection amount based on an intake air amount of the engine, and a throttle valve opening of the engine. And a second control for controlling a basic injection amount based on the load condition of the engine. The control device for a vehicle selects and executes the control in accordance with the load condition of the engine. When the load state to be shifted to the first control is reached, the engine or the continuously variable transmission is controlled on the basis of the throttle valve opening to control the longitudinal vibration of the vehicle, thereby suppressing the longitudinal vibration of the vehicle. In the state, the control apparatus does not shift from the second control to the first control. 2. A control device for a vehicle including an engine and a continuously variable transmission, wherein the first control controls a basic injection amount based on an intake air amount of the engine, and a throttle valve opening of the engine. And a second control for controlling a basic injection amount based on the load condition of the engine, wherein the load condition of the engine is changed during the execution of the first control. When the load state to be shifted to the second control is reached, in the state where the smoothing control for gradually reducing the output torque of the engine is being performed at the time of deceleration of the vehicle, from the first control, A control device for a vehicle, wherein the control does not shift to the second control.