Control device and vehicle

Abstract

Provided are a control device and a vehicle capable of performing a rapid and accurate downshift for maintaining a target vehicle speed. The control device is a control device for a vehicle in which an automatic cruise control for maintaining a prescribed vehicle speed and driving the vehicle is performed. The vehicle includes an automatic transmission that varies the rotational torque of a drive source at a gear ratio of a plurality of driving gears and outputs the torque to the wheel side. The control device includes a calculation unit that calculates a deceleration driving gear for reducing the current vehicle speed when the automatic cruise control is being executed, the control for accelerating the vehicle is not being executed, and the vehicle speed is increasing. The deceleration driving gear is a driving gear when downshifting from the current driving gear.

Description

Technical Field

[0001] The present disclosure relates to a control device and a vehicle. Background Art

[0002] For example, there is known a cruise control that sets the vehicle speed set by the driver or the vehicle speed determined based on data obtained from external factors or the outside as a target speed, and maintains the target speed to drive the vehicle (automatic cruise driving). In the cruise control, the rotation speed of a drive source (for example, an internal combustion engine) and the driving gear of an automatic transmission are controlled.

[0003] For example, Patent Document 1 discloses the following: When the vehicle speed exceeds a target speed specified value, the brake actuator is operated, and when the acceleration of the vehicle becomes equal to or less than a specified value due to the operation of the brake actuator, the transmission is allowed to downshift. Thereby, by reducing the shift shock at the time of downshifting, it is possible to avoid discomfort to the driver.

[0004] In addition, for example, Patent Document 2 discloses the following: When the driver wants to perform sudden acceleration, the transmission is downshifted when the deviation between the vehicle speed and the target vehicle speed is large.

[0005] Prior Art Documents

[0006] Patent Documents

[0007] Patent Document 1: Japanese Patent Application Laid-Open No. 2001-341546

[0008] Patent Document 2: Japanese Patent Application Laid-Open No. 08-067170. Summary of the Invention

[0009] Problems to be Solved by the Invention

[0010] However, when there is a delay in the response to vehicle acceleration during automatic cruise driving, there may be problems such as exceeding the legal speed or canceling the cruise driving when the driver steps on the brake pedal to decelerate.

[0011] In the technique described in Patent Document 1, for the purpose of reducing the shift shock at the time of downshifting, when the acceleration of the vehicle speed becomes equal to or less than a specified value due to the operation of the brake actuator, downshifting is performed by allowing the downshift stroke, so it is not always possible to perform a rapid downshift for maintaining the target vehicle speed.

[0012] The downshift described in Patent Document 2 is a downshift for the driver to perform sudden acceleration, not a downshift for maintaining the target vehicle speed, so it is not always possible to perform an accurate downshift for maintaining the target vehicle speed.

[0013] An object of the present disclosure is to provide a control device and a vehicle that can perform a rapid and accurate downshift for maintaining a target vehicle speed.

[0014] Means for Solving the Problem

[0015] To achieve the above object, the control device in the present disclosure is a control device for a vehicle that performs automatic cruise control for driving the vehicle while maintaining a specified vehicle speed. The vehicle includes an automatic transmission that changes the rotational torque of a drive source at a gear ratio of a plurality of driving gears and outputs it to the wheel side.

[0016] The control device includes a calculation unit that calculates a deceleration driving gear for reducing the current vehicle speed when the automatic cruise control is being executed, the control for accelerating the vehicle is not being executed, and the vehicle speed is increasing. The deceleration driving gear is the driving gear when downshifting from the current driving gear.

[0017] The vehicle in the present disclosure includes the above control device.

[0018] Advantageous Effects of the Invention

[0019] According to the present disclosure, it is possible to perform a quick and accurate downshift for maintaining the target vehicle speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a functional block diagram of a control device according to an embodiment of the present disclosure.

[0021] Figure 2A It is a diagram showing an example when accelerating by downshifting one gear.

[0022] Figure 2B It is a diagram showing an example when decelerating by downshifting one gear.

[0023] Figure 2C It is a diagram showing an example when decelerating by downshifting one gear.

[0024] Figure 2D It is a diagram showing an example when accelerating by downshifting two gears.

[0025] Figure 3 It is a flowchart showing an example of the downshift process of the control device. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0026] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.

[0027] Figure 1 It is a functional block diagram of a control device 1 for a vehicle according to an embodiment of the present disclosure. The control device 1 according to this embodiment performs automatic cruise control for driving the vehicle while maintaining a specified vehicle speed.

[0028] In addition, in the present embodiment, the drive source mounted on the vehicle is described by taking the internal combustion engine 5 as an example. The internal combustion engine 5 is a gasoline engine or a diesel engine that uses hydrocarbon fuels such as gasoline and light oil, and outputs rotational torque. The rotational torque is transmitted to the drive shaft. A rotational speed sensor (not shown) for detecting the rotational speed of the internal combustion engine 5 is arranged in the internal combustion engine 5.

[0029] The automatic transmission 6 changes the rotational torque of the internal combustion engine 5 at a gear ratio of multiple driving gears and outputs it to the wheel side. The automatic transmission 6 includes: multiple driving gears 61 formed by the meshing of a driving gear and a driven gear; and a shift actuator 62 that drives each of the multiple driving gears 61. The shift actuator 62 is controlled by a transmission ECU (Electronic Control Unit).

[0030] The control device 1 includes a vehicle control device 2, an internal combustion engine control device 3, and a transmission control device 4.

[0031] The vehicle control device 2 is constituted by, for example, an electronic control unit 20 (vehicle ECU) for the vehicle. The vehicle ECU 20 has a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input device, and an output device. The vehicle ECU 20 controls the engine ECU 30 and the transmission ECU 40. In addition, information exchange is performed through CAN (Controller Area Network) data communication among the vehicle ECU 20, the engine ECU 30, and the transmission ECU 40.

[0032] The internal combustion engine control device 3 is constituted by, for example, an electronic control unit 30 (engine ECU) for the engine. The engine ECU 30 has a CPU, a RAM, a ROM, an input device, and an output device. The engine ECU 30 controls a fuel injection device (not shown) and a throttle valve (not shown). The rotational speed of the internal combustion engine 5 is input from the rotational speed sensor to the engine ECU 30.

[0033] The transmission control device 4 is constituted by, for example, an electronic control unit 40 (transmission ECU) for a transmission. The transmission ECU 40 includes a CPU, a RAM, a ROM, an input device, and an output device. The transmission ECU 40 has various functions of the shift control device 4 such as an acquisition unit 41, a calculation unit 42, a control unit 43, and a storage unit 44. Information d5 (control information of a fuel injection device, control information of a throttle valve) indicating whether control for accelerating the vehicle is being executed and information d6 indicating the rotational speed of the internal combustion engine 5 are input from the engine ECU 30 to the transmission ECU 40.

[0034] The storage unit 44 stores a friction characteristic map indicating the relationship between friction and the rotational speed of the internal combustion engine 5 and an auxiliary braking characteristic map indicating the relationship between auxiliary braking force and the rotational speed of the internal combustion engine 5. Generally, friction increases as the rotational speed of the internal combustion engine 5 increases. Here, auxiliary braking refers to compression release braking in which, after intake and compression of the cylinders of the internal combustion engine, energy is used for compression by directly exhausting without performing any action (for example, without injecting fuel). In addition, the storage unit 44 stores the reduction ratio of the driving gear, the final reduction ratio, and the tire diameter.

[0035] The acquisition unit 41 acquires information d1 indicating the vehicle weight and information d2 indicating the acceleration of the vehicle from the vehicle ECU 20. In addition, the acquisition unit 41 may acquire the acceleration of the vehicle from an acceleration sensor (not shown). Further, the acquisition unit 41 acquires information d3 indicating whether the adaptive cruise control is being executed, information d4 indicating whether the actual vehicle speed exceeds a specified amount of the target vehicle speed from the vehicle ECU 20. In addition, the acquisition unit 41 acquires information d5 (control information of a fuel injection device, control information of a throttle valve) indicating whether control for accelerating the vehicle is being executed and information d6 indicating the rotational speed of the internal combustion engine 5 from the engine ECU 30.

[0036] The control unit 43 determines whether the adaptive cruise control is being executed, the actual vehicle speed exceeds the specified amount of the target vehicle speed, the control for accelerating the vehicle is not being executed, and the vehicle speed is increasing based on the information d2 to d5.

[0037] When the adaptive cruise control is being executed, the actual vehicle speed exceeds the specified amount of the target vehicle speed, the control for accelerating the vehicle is not being executed, and the vehicle speed is increasing, the calculation unit 42 calculates the vehicle acceleration in the driving gear when downshifting from the current driving gear.

[0038] The calculation unit 42 obtains the frictional resistance of the internal combustion engine 5 based on the rotational speed of the internal combustion engine 5 according to the friction output characteristic map. In addition, the calculation unit 42 obtains the braking force of the auxiliary braking based on the rotational speed of the internal combustion engine 5 according to the auxiliary braking characteristic map.

[0039] The calculation unit 42 calculates a running resistance corresponding torque (a torque for accelerating the vehicle) based on the frictional resistance of the internal combustion engine 5, the braking force of the auxiliary brake, the information d1 indicating the vehicle weight, the information d2 indicating the vehicle acceleration, the reduction ratio of the running gear, the final reduction ratio, and the tire diameter.

[0040] The calculation unit 42 obtains the rotational speed of the internal combustion engine 5 in the next running gear based on the rotational speed of the internal combustion engine 5, the reduction ratio of the current running gear, and the reduction ratio of the next running gear.

[0041] The calculation unit 42 obtains the frictional resistance based on the rotational speed of the internal combustion engine 5 in the next running gear according to the frictional output characteristic map of the internal combustion engine 5. In addition, the calculation unit 42 obtains the braking force of the auxiliary brake based on the rotational speed of the internal combustion engine 5 in the next running gear according to the auxiliary brake characteristic map, and calculates the braking torque of the internal combustion engine 5 in the next running gear (a torque for decelerating the vehicle) by adding them together.

[0042] The calculation unit 42 calculates the vehicle acceleration in the next running gear compared to the current running gear based on the obtained braking torque of the internal combustion engine 5 and the running resistance corresponding torque (a torque for accelerating the vehicle).

[0043] Specifically, the calculation unit 42 calculates the acceleration in the next running gear by multiplying or dividing the subtraction operation value (torque) obtained by subtracting the running resistance corresponding torque from the braking torque of the internal combustion engine 5 by a prescribed parameter (for example, the reduction ratio of the current running gear, the reduction ratio of the next running gear, the final reduction ratio, the tire diameter, the vehicle weight).

[0044] Next, refer to Figures 2A to 2D A detailed description of the calculation unit 42 will be given. Figure 2A It is a diagram showing an example when accelerating by downshifting to the first gear. Figure 2A The horizontal axis represents the rotational speed (Ne) of the internal combustion engine 5, and the vertical axis represents the braking torque (N·m). In addition, in Figure 2A the braking torque of the internal combustion engine 5 is represented by a solid line, and the running resistance corresponding torque in the current running gear Sn is represented by a ○ mark. In addition, in Figure 2A the running resistance corresponding torque in the next running gear Sn-1 compared to the current running gear Sn, and the running resistance corresponding torque in the next next running gear Sn-2 are also represented by ○ marks in the same way.

[0045] In the current running gear Sn, the braking torque of the internal combustion engine 5 (a torque for decelerating the vehicle) is smaller than the running resistance corresponding torque (a torque for accelerating the vehicle) (indicated by an upward arrow in Figure 2A ). Thus, the vehicle speed shows an increase.

[0046] The calculation unit 42 calculates the vehicle acceleration in the next gear Sn-1 compared to the current gear Sn based on the braking torque of the internal combustion engine 5 and the torque corresponding to the driving resistance. In the gear Sn-1, the braking torque of the internal combustion engine 5 is also smaller than the torque corresponding to the driving resistance (indicated by an upward arrow in Figure 2A ). Therefore, the acceleration calculated by the calculation unit 42 does not represent deceleration. When the calculated acceleration does not represent deceleration, the calculation unit 42 calculates the vehicle acceleration in the next gear Sn-2.

[0047] Figure 2B FIG. Figure 2B is an example (mode 1) showing deceleration by downshifting one gear. In the gear Sn-1, the braking torque of the internal combustion engine 5 is larger than the torque corresponding to the driving resistance (indicated by a downward arrow in Figure 2B ). The acceleration calculated by the calculation unit 42 represents deceleration.

[0048] The calculation unit 42 compares the calculated acceleration with a preset deceleration. Here, the preset deceleration is, for example, 0.01 * gravitational acceleration (m / s 2 ). In Figure 2B , the value obtained by converting the preset deceleration into torque is indicated by a dashed line. The reason for comparing the calculated acceleration with the preset deceleration is to reliably calculate the gear for decelerating the vehicle even when a calculation error occurs during the acceleration calculation.

[0049] When the calculated acceleration represents deceleration and the deceleration is equal to or greater than the preset deceleration (in Figure 2B , it is indicated that the deceleration is equal to or greater than the preset deceleration), the calculation unit 42 sets the downshifted gear Sn-1 as the deceleration driving gear. In this case, the control unit 43 controls the shift actuator 62 to downshift from the current gear Sn to the deceleration driving gear (gear Sn-1).

[0050] Figure 2C FIG. Figure 2C is an example (mode 2) showing deceleration by downshifting one gear. In the gear Sn-1, the braking torque of the internal combustion engine 5 is larger than the torque corresponding to the driving resistance (indicated by a downward arrow in Figure 2C ). The acceleration calculated by the calculation unit 42 represents deceleration.

[0051] The calculation unit 42 compares the calculated acceleration with the preset deceleration. When the calculated acceleration does not represent deceleration, or when the calculated acceleration represents deceleration but its deceleration is less than the preset deceleration (in Figure 2C , it is indicated that the deceleration is less than the preset deceleration), the calculation unit 42 calculates the vehicle acceleration in the next gear Sn-2 compared to the downshifted gear Sn-1.

[0052] The calculation unit 42 calculates the rotational speed of the internal combustion engine 5 when downshifting to a driving gear, compares the calculated rotational speed with a preset maximum rotational speed, and calculates the vehicle acceleration in the driving gear at the time of downshifting when the calculated rotational speed is equal to or lower than the maximum rotational speed. In other words, when the calculated rotational speed is greater than the maximum rotational speed, the calculation unit 42 does not calculate the vehicle acceleration in the driving gear at the time of downshifting. Additionally, in Figure 2B and Figure 2C In the example shown, since the rotational speed Ne of the internal combustion engine 5 at the time of downshifting to a driving gear is equal to or lower than the maximum rotational speed Ne_max, the calculation unit 42 calculates the vehicle acceleration in the driving gear at the time of downshifting.

[0053] Figure 2D is a diagram showing an example when accelerating even when downshifting two gears. In Figure 2D shows the vehicle acceleration in the driving gear Sn - 2, which is the next driving gear after the driving gear Sn - 1. Additionally, it shows the maximum rotational speed Ne_max of the internal combustion engine 5 after downshifting. As indicated by the upward arrow in Figure 2D the vehicle acceleration in the driving gear Sn - 2 does not indicate deceleration.

[0054] The calculation unit 42 compares the rotational speed Ne of the internal combustion engine 5 in the driving gear Sn - 3, which is the next driving gear after the driving gear Sn - 2, with the maximum rotational speed Ne_max of the internal combustion engine 5. When the rotational speed Ne of the internal combustion engine 5 is greater than the maximum rotational speed Ne_max of the internal combustion engine 5, the calculation unit 42 does not calculate the vehicle acceleration in the driving gear Sn - 3 after downshifting. In this case, the control unit 43 controls the shift actuator 62 to downshift from the current driving gear Sn to the driving gear Sn - 2.

[0055] Next, an example of the downshifting process of the control device 1 will be described with reference to Figure 3 An example of the downshifting process of the control device 1 will be described. Figure 3 is a flowchart showing an example of the downshifting process of the control device 1. Figure 3 The process shown in Figure 3 starts with the start of the engine. In the following description, an example of the downshifting process performed by the transmission ECU 40 having various functions of the acquisition unit 41, the calculation unit 42, the control unit 43, and the storage unit 44 will be described. Additionally, the storage unit 44 pre - stores a friction characteristic map showing the relationship between friction and the rotational speed of the internal combustion engine 5 and an auxiliary braking characteristic map showing the relationship between the auxiliary braking force and the rotational speed of the internal combustion engine 5. Additionally, in the downshifting process shown in

[0056] First, in step S100, the transmission ECU 40 acquires relevant information. Specifically, the transmission ECU 40 acquires information d1 indicating the vehicle weight and information d2 indicating the vehicle acceleration from the vehicle ECU 20. In addition, the transmission ECU 40 acquires information d3 indicating whether the adaptive cruise control is in execution, and information d4 indicating whether the actual vehicle speed exceeds a specified amount of the target vehicle speed from the vehicle ECU 20. In addition, the transmission ECU 40 acquires information d5 indicating whether the control for accelerating the vehicle is in execution, and the rotational speed d6 of the internal combustion engine 5 from the engine ECU 30.

[0057] Next, in step S110, the transmission ECU 40 determines whether the vehicle speed is increasing based on information d2. If the vehicle speed is increasing (step S110: Yes), the process proceeds to step S120. If the vehicle speed is not increasing (step S110: No), Figure 3 the process shown ends.

[0058] In step S120, the transmission ECU 40 determines whether the adaptive cruise control is in execution based on information d3. If the adaptive cruise control is in execution (step S120: Yes), the process proceeds to step S130. If the adaptive cruise control is not in execution (step S120: No), Figure 3 the process shown ends.

[0059] In step S130, the transmission ECU 40 determines whether the actual vehicle speed exceeds a specified amount of the target vehicle speed based on information d4. If the actual vehicle speed exceeds a specified amount of the target vehicle speed (step S130: Yes), the process proceeds to step S140. If the actual vehicle speed does not exceed a specified amount of the target vehicle speed (step S130: No), Figure 3 the process shown ends.

[0060] In step S140, the transmission ECU 40 determines whether the control for accelerating the vehicle is in execution based on information d5. If the control for accelerating the vehicle is not in execution (step S140: No), the process proceeds to step S150. If the control for accelerating the vehicle is in execution (step S140: Yes), Figure 3 the process shown ends.

[0061] In step S150, the transmission ECU 40 calculates the acceleration of the vehicle in the driving gear at the time of downshifting with reference to the friction output characteristic map, the auxiliary braking characteristic map, and the output characteristic of the internal combustion engine 5 based on information d1 and information d2.

[0062] Next, in step S160, the transmission ECU 40 determines whether the calculated acceleration indicates deceleration and whether its deceleration is equal to or greater than a preset deceleration. When the calculated acceleration indicates deceleration and its deceleration is equal to or greater than the preset deceleration (step S160: Yes), the process proceeds to step S170. When the calculated acceleration does not indicate deceleration or although the calculated acceleration indicates deceleration but its deceleration is not equal to or greater than the preset deceleration (step S160: No), the process returns to before step S150. In this case, in step S150, the transmission ECU 40 calculates the vehicle acceleration in the gear one lower than the gear at the time of calculating the acceleration.

[0063] In step S170, the transmission ECU 40 performs control to downshift from the current gear to the deceleration gear, using the gear in which the acceleration indicates deceleration as the deceleration gear.

[0064] The control device 1 according to the present embodiment is a control device 1 for a vehicle, in which an automatic cruise control for maintaining a prescribed vehicle speed and driving the vehicle is performed. The vehicle includes an automatic transmission 6 that changes the rotational torque of the internal combustion engine 5 at a plurality of gear ratios and outputs it to the wheel side. The control device 1 includes a calculation unit 42 that calculates a deceleration gear for reducing the current vehicle speed when the automatic cruise control is being executed, the vehicle is not accelerating, and the vehicle speed is increasing. The deceleration gear is the gear when downshifting from the current gear.

[0065] According to the above structure, since downshifting is performed after calculating the gear that can decelerate, useless downshifting such as downshifting to a gear that cannot decelerate can be prevented. Thus, downshifting can be performed quickly and accurately.

[0066] In addition, in the control device 1 according to the present embodiment, when the acceleration of the vehicle in the gear does not indicate deceleration, the calculation unit 42 calculates the vehicle acceleration in the gear one higher than the gear. Thus, the gear indicating deceleration can be obtained efficiently.

[0067] In addition, in the control device 1 according to the present embodiment, the calculation unit 42 sets the gear when the calculated acceleration indicates deceleration and its deceleration is equal to or greater than the preset deceleration as the deceleration gear. Thus, even when there is a calculation error in calculating the acceleration, a gear that can reliably decelerate can be calculated.

[0068] In addition, in the control device 1 according to the present embodiment, when the rotational speed of the internal combustion engine 5 during downshifting is equal to or lower than a preset maximum rotational speed, the calculation unit 42 calculates the vehicle acceleration in the driving gear during downshifting. As a result, the rotational speed of the internal combustion engine 5 can be suppressed to be equal to or lower than the maximum rotational speed, and the vehicle can be decelerated.

[0069] In addition, the above-described embodiments merely show an example of the concretization when implementing the present disclosure, and the technical scope of the present disclosure should not be construed in a limiting manner by these embodiments. That is, the present disclosure can be implemented in various forms without departing from its gist or its main features.

[0070] In addition, in the above-described embodiment, the calculation unit 42 calculates the running resistance corresponding torque (the torque for accelerating the vehicle) based on the frictional resistance of the internal combustion engine 5, the braking force of the auxiliary brake, the information d1 indicating the vehicle weight, the information d2 indicating the vehicle acceleration, the reduction ratio of the driving gear, the final reduction ratio, and the tire diameter. However, the present disclosure is not limited thereto, and the torque for accelerating the vehicle may be obtained by a known method. For example, the calculation unit 42 may also obtain the torque for accelerating the vehicle based on map data (the slope of the road on which the vehicle travels), the rolling resistance of the tires, and the air resistance of the vehicle.

[0071] In addition, in the above-described embodiment, the calculation unit 42 calculates the vehicle acceleration in the next driving gear compared to the current driving gear based on the braking torque (N·m) of the internal combustion engine 5. However, the present disclosure is not limited thereto. For example, it may also be calculated based on the braking force (kg·m / s 2 ) of the internal combustion engine 5.

[0072] In addition, in the above-described embodiment, when the above-described specified conditions are satisfied during the automatic cruise driving, the transmission ECU 40 controls the shift actuator 62 in such a manner as to perform downshifting. However, the present disclosure is not limited thereto. Even during the automatic cruise driving or when not in the automatic cruise driving, the transmission ECU 40 may control the shift actuator 62 in such a manner as to automatically switch the gear ratio according to the vehicle speed and the information d6 indicating the rotational speed of the internal combustion engine 5.

[0073] This application is based on a Japanese patent application (Japanese Patent Application No. 2020-034025) filed on February 28, 2020, the content of which is incorporated herein by reference.

[0074] Industrial Applicability

[0075] The present disclosure is applicable to a vehicle equipped with a control device that is required to perform a quick and accurate downshift for maintaining a target vehicle speed.

[0076] Symbol Description

[0077] 1 Control device

[0078] 2 Vehicle control device

[0079] 3 Internal combustion engine control device

[0080] 4 Transmission control device

[0081] 5 Internal combustion engine

[0082] 6 Automatic transmission

[0083] 20 Vehicle ECU

[0084] 30 Engine ECU

[0085] 40 Transmission ECU

[0086] 41 Acquisition unit

[0087] 42 Calculation unit

[0088] 43 Control unit

[0089] 44 Storage unit

[0090] 61 Driving gear

[0091] 62 Shift actuator

Claims

1. A control device is a control device for a vehicle. In this vehicle, an automatic cruise control is performed to maintain a specified vehicle speed and make the vehicle travel. The vehicle includes an automatic transmission, and the automatic transmission varies the rotational torque of a drive source at a gear ratio of multiple driving gears and outputs it to the wheel side. The control device includes a calculation unit. When the automatic cruise control is in execution, the control for accelerating the vehicle is not in execution, and the vehicle speed increases, the calculation unit determines the downshifted driving gear that first satisfies the following condition as the deceleration driving gear when downshifting one gear at a time from the current driving gear. The condition is that the acceleration of the vehicle in the downshifted driving gear calculated by the calculation unit indicates deceleration and its deceleration is equal to or greater than a preset deceleration.

2. The control device according to claim 1, wherein when the vehicle acceleration in the driving gear does not indicate deceleration or indicates deceleration but its deceleration is less than the preset deceleration, the calculation unit calculates the vehicle acceleration in the next driving gear after the driving gear.

3. The control device according to claim 1, wherein the calculation unit calculates the rotational speed of the drive source when downshifting to the driving gear, and when the calculated rotational speed is equal to or less than a preset maximum rotational speed, the calculation unit calculates the vehicle acceleration in the driving gear at the time of downshifting.

4. The control device according to claim 1, wherein the control device includes a control unit, and the control unit performs control to downshift from the current driving gear to the deceleration driving gear.

5. A vehicle includes the control device according to any one of claims 1 to 4.

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