Vehicle

Abstract

A vehicle is provided with: a drive source; a transmission that changes the speed of power from the drive source and transmits the power to the drive wheels; and a control device that controls the drive source and the transmission. The control device executes a downshift delay process for changing the timing of downshift of the transmission to a low vehicle speed side when a predetermined condition is satisfied than when the predetermined condition is not satisfied, the predetermined condition being a following mode in which the host vehicle follows the preceding vehicle and overtaking with respect to the preceding vehicle is restricted. And the accelerator is closed and the brake is closed.

Description

Technical Field

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

[0002] In the past, as such a vehicle, a vehicle having a driving device that outputs a driving force for driving and a braking device that applies a braking force to the vehicle has been proposed (for example, refer to Japanese Patent Application Laid-Open No. 2023-27997). In this vehicle, cruise control is performed for driving using modes including a single cruise mode, a following cruise mode, and a parking transition mode, wherein the single cruise mode is a mode in which the driving device is controlled in the following manner: when there is no vehicle ahead within a first specified distance, the vehicle travels at a set speed, the following cruise mode is a mode in which the driving device and the braking device are controlled in the following manner: when there is a vehicle ahead within the first specified distance, the vehicle follows the vehicle ahead at a distance from the vehicle ahead of the vehicle within the set speed range of more than a second specified distance, and the parking transition mode is a mode in which the driving device and the braking device are controlled in the following manner: when the vehicle ahead is predicted to stop, the vehicle stops at a distance from the vehicle ahead of ... Furthermore, when the vehicle is traveling in the parking transition mode, the scheduled parking position of the vehicle is reported to the driver when the vehicle's speed is faster than the vehicle ahead, and reporting of the scheduled parking position of the vehicle to the driver is stopped when the vehicle's speed is slower than the vehicle ahead.

[0003] In a vehicle having a drive source and a transmission that changes the speed of power from the drive source and transmits it to drive wheels, when the vehicle is in a following mode in which it follows a vehicle ahead and overtaking the vehicle ahead is restricted, and the accelerator is off and the brake is off, if the deceleration acceleration (deceleration G) changes significantly due to a large change in the speed of the drive source caused by downshifting of the transmission accompanying deceleration of the vehicle, this may lead to deterioration in driving performance. Summary of the invention

[0004] The main purpose of the vehicle of the present disclosure is to suppress deterioration of drivability.

[0005] In order to achieve the above-mentioned main purpose, the vehicle of the present disclosure adopts the following means.

[0006] The vehicle disclosed herein comprises: a drive source; a transmission that changes the speed of power from the drive source and transmits it to drive wheels; and a control device that controls the drive source and the transmission, the control device being configured to: when a prescribed condition is satisfied, execute a downshift delay process that changes the timing of downshifting of the transmission to a lower vehicle speed side compared to when the prescribed condition is not satisfied, wherein the prescribed condition is the following condition: the vehicle is in a following mode following a vehicle ahead, overtaking relative to the vehicle ahead is restricted, and the accelerator is off and the brake is off.

[0007] In the vehicle of the present disclosure, when the prescribed condition is satisfied, a downshift delay process is performed to change the timing of the downshift of the transmission to the lower vehicle speed side compared to when the prescribed condition is not satisfied, wherein the prescribed condition is the following condition: the vehicle is in a following mode to follow the vehicle ahead, overtaking with respect to the vehicle ahead is restricted, and the accelerator is off and the brake is off. Thus, the downshift of the transmission can be delayed, so the speed change of the driving source when the downshift of the transmission is performed can be suppressed, and the change of the deceleration acceleration (deceleration G) of the vehicle can be suppressed. As a result, the deterioration of the drivability can be suppressed.

[0008] In the vehicle of the present disclosure, the control device may be configured to determine that overtaking of the preceding vehicle is restricted when the vehicle is in a single lane or when there are surrounding vehicles within a predetermined distance from the vehicle in the left or right lanes.

[0009] In the vehicle of the present disclosure, the control device may be configured to change a shift line of the transmission to a lower vehicle speed side when an accelerator is off and a brake is off as the downshift delay processing.

[0010] Furthermore, the control device may be configured to perform a downshift of the transmission as the downshift delay process when the rotation speed of the drive source becomes equal to or lower than a predetermined rotation speed.

[0011] For the vehicle disclosed in the present invention, the control device may also be configured to increase and correct the torque of the drive source in a manner that compensates for at least a portion of the insufficient amount of torque output to the drive wheels when the downshift delay processing is executed relative to the torque output to the drive wheels when the downshift delay processing is not executed, when the leading vehicle disengages during the execution of the downshift delay processing and an acceleration request is made for the vehicle.

[0012] In this way, at least a part of the insufficient amount of torque output to the drive wheels during the execution of the downshift delay process can be compensated. As a result, insufficient acceleration of the vehicle during the execution of the downshift delay process can be suppressed, thereby suppressing the driver from feeling a sense of sluggishness.

[0013] In this case, the control device may be configured to terminate the downshift delay process after changing the shift speed of the transmission when the leading vehicle separates and an acceleration request is made for the host vehicle during execution of the downshift delay process.

[0014] In the vehicle of the present disclosure, the control device may be configured to terminate the downshift delay process when no acceleration request of the host vehicle is made within a predetermined time after the leading vehicle separates during execution of the downshift delay process. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Hereinafter, features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, wherein like reference numerals denote like elements, and wherein:

[0016] Figure 1 It is a schematic configuration diagram of a vehicle 20 according to the present embodiment.

[0017] Figure 2 It is an explanatory diagram showing an example of a speed change line diagram.

[0018] Figure 3 This is a flowchart showing an example of a processing routine.

[0019] Figure 4 It is an explanatory diagram showing an example of a speed change diagram for downshift delay processing. DETAILED DESCRIPTION

[0020] Embodiments of the present disclosure will be described with reference to the drawings. Figure 1 2 is a schematic diagram of the vehicle 20 of the present embodiment. As shown in the figure, the vehicle 20 of the present embodiment includes an engine 22 as a driving source, a power transmission device 24, a brake device 40, a navigation device 80, and a main electronic control unit (hereinafter referred to as "main ECU") 50.

[0021] The engine 22 is configured as a multi-cylinder internal combustion engine that outputs power using gasoline, light oil, etc. An output shaft (crankshaft) of the engine 22 is connected to a torque converter 25 of the power transmission device 24 .

[0022] The power transmission device 24 includes a torque converter 25 and a transmission 26. The torque converter 25 is configured as a general fluid transmission device, and includes: a pump impeller connected to the output shaft of the engine 22; a turbine connected to the input shaft of the transmission 26; a stator that rectifies the flow of the working oil from the turbine to the pump impeller; a one-way clutch that limits the rotation direction of the stator to one direction; and a hydraulically driven lockup clutch that connects and disconnects the pump impeller and the turbine. The torque converter 25 transmits the power of the output shaft of the engine 22 to the input shaft of the transmission 26 with or without torque amplification. The transmission 26 is configured as a five-speed step-variable transmission, and includes an input shaft, an output shaft, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches, brakes). The input shaft of the transmission 26 is connected to the torque converter 25. The output shaft of the transmission 26 is connected to the drive wheels 29a and 29b via a differential gear and an axle. The transmission 26 establishes a plurality of forward speeds and reverse speeds by engaging / disengaging a plurality of friction engagement elements.

[0023] The brake device 40 is configured as a hydraulically driven brake device, and includes a master cylinder 41, a plurality of brake pads 42a to 42d, a plurality of brake wheel cylinders, and a brake actuator 44. The master cylinder 41 is pressurized by stepping on the brake pedal 65. The plurality of brake pads 42a to 42d are respectively mounted on the drive wheel 29a, the drive wheel 29b, the driven wheel 29c, and the driven wheel 29d. The plurality of brake wheel cylinders drive the plurality of brake pads 42a to 42d, respectively. The brake actuator 44 is configured to be able to adjust the hydraulic pressure of the plurality of brake wheel cylinders so as to impart braking force to the drive wheel 29a, the drive wheel 29b, the driven wheel 29c, and the driven wheel 29d. For example, the brake actuator 44 regulates the hydraulic pressure of multiple brake wheel cylinders in such a manner that a braking force based on the pressure of the master cylinder 41 (master cylinder pressure Pm) generated by the depression of the brake pedal 65 acts on the drive wheel 29a, the drive wheel 29b, the driven wheel 29c, and the driven wheel 29d, or regulates the hydraulic pressure of multiple brake wheel cylinders in such a manner that a braking force requested from the brake device 40 acts on the drive wheel 29a, the drive wheel 29b, the driven wheel 29c, and the driven wheel 29d, regardless of the depression of the brake pedal 65, for example, when the vehicle approaches the vehicle ahead.

[0024] The navigation device 80 has a main body with a built-in control unit, a GPS, and a display. The control unit has a storage medium (e.g., a hard disk, an SSD (Solid State Drive), etc.) storing map information, etc., an input / output port, and a communication port. In the map information, service information (e.g., sightseeing information, parking lots, etc.), road information of each driving section (e.g., between traffic lights, between intersections, etc.), etc. are stored as a database. The road information includes distance information, width information, number of lanes information, regional information (urban area, suburbs), category information (general roads, highways), slope information, legal speed, number of traffic lights, turning radius of each curve, etc. GPS (Global Positioning System) detects the position of the vehicle based on signals sent from multiple GPS satellites. The display is configured to display various information such as the current position of the vehicle, the driving route to the destination, and a touch panel type display that allows the user to input various instructions. When the user operates the display to set a destination, the navigation device 80 sets a driving route to the destination based on map information stored in the storage medium, the current position of the vehicle detected by GPS, and the set destination, and displays the set driving route on the display to provide route guidance. The navigation device 80 communicates with the main ECU 50.

[0025] The main ECU 50 is provided with a microcomputer, and the microcomputer has a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a flash memory, an input / output port, and a communication port. The main ECU 50 is input with signals from various sensors. As the signals input to the main ECU 50, for example, a signal related to the state of the engine 22 from a plurality of sensors such as the crank angle θcr of the crankshaft of the engine 22 from a crank angle sensor can be cited. A signal related to the state of the power transmission device 24 from a plurality of sensors such as the rotation speed Nin and Nout of the input shaft and output shaft of the transmission 26 from a rotation speed sensor can also be cited. A master cylinder pressure Pm as the pressure of the master cylinder 41 from a pressure sensor 41a can also be cited. An ignition signal from an ignition switch 60 and a shift position SP as the operating position of the shift lever 61 from a shift position sensor 62 can also be cited. The accelerator opening Acc as the amount of depression of the accelerator pedal 63 from the accelerator pedal position sensor 64 and the brake pedal position BP as the amount of depression of the brake pedal 65 from the brake pedal position sensor 66 may also be cited. The vehicle speed V from the vehicle speed sensor 67, the front-rear acceleration Gx and the lateral acceleration Gy as the acceleration of the vehicle in the front-rear direction and the left-right direction from the acceleration sensor 68, and the steering angle θw from the steering angle sensor 69 may also be cited. The information of the vehicle and its surroundings from the surrounding recognition device 70 may also be cited, such as the inter-vehicle distance or relative speed between the vehicle and the vehicle in front, the inter-vehicle distance or relative speed between the vehicle and the vehicle behind, and the distance between the vehicle on the side (including the left and right front) and the vehicle. The surrounding recognition device 70 is configured to include at least a part of a camera, a millimeter wave radar, a quasi-millimeter wave radar, an infrared laser radar, a sonar, etc.

[0026] The main ECU 50 outputs various control signals. As the signals output by the main ECU 50, for example, there can be cited a control signal to the engine 22, a control signal to the power transmission device 24, and a control signal to the brake actuator 44. The main ECU 50 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank angle sensor. The main ECU 50 communicates with the navigation device 80. The main ECU 50 performs brake control of the driving assistance system, such as collision damage reduction brake control.

[0027] In the vehicle 20 of the present embodiment, the main ECU 50 sets the target gear stage Gs* of the transmission 26 based on the accelerator opening Acc, the vehicle speed V, and the gear shift diagram, and controls the transmission 26 in such a manner that the gear stage Gs of the transmission 26 becomes the target gear stage Gs*. In addition, the main ECU 50 sets the target torque Te* of the engine 22 based on the accelerator opening Acc, the vehicle speed V, and the gear stage Gs of the transmission 26, and controls the engine 22 in such a manner that the engine 22 operates based on the target torque Te*. Figure 2 FIG. 2 is an explanatory diagram showing an example of a speed change line diagram. Figure 2 In the example of , for simplicity, the speed change line (upshift line) for upshifting and the speed change line (downshift line) for downshifting of the transmission 26 are set to be the same. It should be noted that the upshift line and the downshift line may also be different.

[0028] Next, the operation of the vehicle 20 according to the present embodiment will be described. Figure 3 2 is a flowchart showing an example of a processing routine executed by the main ECU 50. This routine is repeatedly executed.

[0029] when Figure 3 When the processing routine is executed, the main ECU 50 determines whether the vehicle is in the following mode (S100) to follow the vehicle in front, determines whether the overtaking restriction condition that restricts overtaking of the vehicle in front is established (S110), and determines whether the accelerator is off and the brake is off (S120).

[0030] Here, the determination process of whether it is the following mode can be performed using information from the surrounding recognition device 70, such as the inter-vehicle distance and relative speed between the host vehicle and the front vehicle. For example, when there is a front vehicle within a predetermined distance L1 in front of the host vehicle, it is determined that it is the following mode. The predetermined distance L1 can be a fixed value or can be set based on the relative speed between the host vehicle and the front vehicle.

[0031] The overtaking restriction condition is an OR condition of a lane number condition of one lane on one side and a side vehicle condition of a surrounding vehicle within a predetermined distance from the host vehicle in the left or right lane. The determination process of whether the lane number condition is satisfied can be performed using information from the navigation device 80, such as the current position of the host vehicle and road information (lane number information). The determination process of whether the side vehicle condition is satisfied can be performed using information from the surrounding recognition device 70, such as the distance between the host vehicle and the side vehicle (including the left and right front) and the like.

[0032] The determination process of whether the accelerator is off and the brake is off can be performed using the accelerator opening degree Acc from the accelerator pedal position sensor 64 and the brake pedal position BP from the brake pedal position sensor 66 .

[0033] If it is determined in S100 that the mode is not the following mode, if it is determined in S110 that the overtaking restriction condition is not satisfied (neither the lane number condition nor the side vehicle condition is satisfied), or if it is determined in S120 that the accelerator is on or the brake is on, this routine ends.

[0034] If it is determined in S100 that the mode is the following mode, and in S110 it is determined that the overtaking restriction condition is satisfied (the lane number condition or the side vehicle condition is satisfied), and in S120 it is determined that the accelerator is off and the brake is off, the downshift delay process is started (S130).

[0035] Here, in the downshift delay process, the speed change diagram is changed from the normal speed change diagram to the speed change diagram for the downshift delay process. Figure 4 FIG. 2 is an explanatory diagram showing an example of a speed change diagram for downshift delay processing. Figure 4 In the figure, for comparison, the normal speed change line diagram is shown with a dotted line diagram (with Figure 2 The same). Compared with the normal speed change diagram, in the speed change diagram for downshift delay processing, the speed change line of the transmission 26 when the accelerator is off and the brake is off is changed to the low vehicle speed side. Taking into account the situation that the accelerator is off and the brake is off, the downshift of the transmission 26 is delayed by the downshift delay processing, thereby suppressing the speed change of the engine 22 and the torque converter 25 when the downshift of the transmission 26 is performed, and suppressing the change of the deceleration acceleration (deceleration G) of the vehicle. As a result, the deterioration of the driving performance can be suppressed. In addition, the downshift of the transmission 26 itself can sometimes be suppressed. It should be noted that it is also possible to suppress adverse conditions caused by large changes in the deceleration G when performing the braking control of the driving assistance system, such as the collision loss mitigation braking control.

[0036] When the downshift delay process is started in this way, it is determined whether the front vehicle has disengaged (S140). When it is determined that the front vehicle has not disengaged, the process waits for the front vehicle to disengage. Here, the determination process of whether the front vehicle has disengaged can be performed using information from the surrounding recognition device 70, such as the inter-vehicle distance and relative speed between the host vehicle and the front vehicle. For example, when the front vehicle accelerates or changes the driving lane so that there is no front vehicle within a specified distance in front of the host vehicle, when the host vehicle changes the driving lane so that there is no front vehicle within a specified distance in front of the host vehicle, etc., it is determined that the front vehicle has disengaged.

[0037] If it is determined in S140 that the preceding vehicle has separated, it is determined whether an acceleration request for the host vehicle has been made (S150). This determination process can be performed by determining whether the accelerator opening Acc from the accelerator pedal position sensor 64 is equal to or greater than a threshold value Aref.

[0038] When it is determined in S150 that an acceleration request for the vehicle is made, a correction request for the target torque Te* of the engine 22 is made (S160). Compared with when the downshift delay process is not performed, when the downshift delay process is performed, the downshift of the transmission 26 is delayed (suppressed). Therefore, compared with when the downshift delay process is not performed, when the downshift delay process is performed, the gear shift Gs of the transmission 26 sometimes becomes the gear shift on the high vehicle speed side. When a certain torque is output from the engine 22, the higher the vehicle speed gear (the smaller the speed ratio γ corresponding to the gear shift Gs), the smaller the torque output to the drive wheels 29a and the drive wheels 29b. Therefore, compared with when the downshift delay process is not performed, when the downshift delay process is performed, the acceleration of the vehicle will be insufficient, which may cause the driver to feel sluggishness, etc. Based on this, in the present embodiment, when a correction request for the target torque Te* is made, the target torque Te* of the engine 22 is corrected by increasing it in such a way as to compensate for at least a part of the insufficient amount of the torque output to the drive wheels 29a and 29b when the downshift delay process is performed relative to the torque output to the drive wheels 29a and 29b when the downshift delay process is not performed. Thus, insufficient acceleration of the vehicle during the execution of the downshift delay process can be suppressed, thereby suppressing the driver from feeling a sense of sluggishness, etc.

[0039] Next, it is determined whether the gear stage Gs of the transmission 26 has been changed (S170). When it is determined that the gear stage Gs of the transmission 26 has not been changed, the process returns to S150. Considering that an acceleration request is made to the vehicle, the gear stage Gs of the transmission 26 is changed when the accelerator opening Acc increases and the gear stage Gs is downshifted (so-called kickdown) and when the vehicle speed V increases and the gear stage Gs is upshifted.

[0040] If it is determined in S170 that the gear stage Gs of the transmission 26 has been changed, the downshift delay process is terminated (S190), and the present routine is terminated. Thus, the speed change diagram is changed from the speed change diagram for the downshift delay process to the normal speed change diagram.

[0041] When it is determined in S150 that the acceleration request of the host vehicle has not been made, it is determined whether the acceleration request of the host vehicle has not been made for a predetermined time (S180). When it is determined that it has not continued for the predetermined time, the process returns to S150.

[0042] If it is determined in S180 that the acceleration request of the host vehicle has not been made for a predetermined time, the downshift delay process is terminated (S190), and the present routine is terminated. It is assumed that after the deceleration of the host vehicle, acceleration for overtaking with a lane change is performed, etc., in the present embodiment, based on such an assumption, the downshift delay process is terminated before the acceleration request of the host vehicle is made.

[0043] In the vehicle 20 of the present embodiment described above, when the prescribed condition is satisfied, a downshift delay process is performed to change the timing of the downshift of the transmission 26 to the lower vehicle speed side, compared to when the prescribed condition is not satisfied. Specifically, a downshift delay process is performed to change the speed line of the transmission 26 to the lower vehicle speed side when the accelerator is off and the brake is off, wherein the prescribed condition is the following condition: the vehicle is in a following mode following the vehicle ahead, overtaking with respect to the vehicle ahead is restricted, and the accelerator is off and the brake is off. Thus, the downshift of the transmission 26 can be delayed, so that the speed change of the engine 22 and the torque converter 25 when the downshift of the transmission 26 is performed can be suppressed, and the change of the deceleration acceleration (deceleration G) of the vehicle can be suppressed. As a result, the deterioration of the drivability can be suppressed.

[0044] Furthermore, in the vehicle 20 of the present embodiment, when the leading vehicle disengages during the execution of the downshift delay process and an acceleration request is made for the host vehicle, the target torque Te* of the engine 22 is corrected for increasing and the engine 22 is controlled so as to compensate for at least a part of the insufficient amount of torque output to the drive wheels 29a and 29b when the downshift delay process is performed relative to the torque output to the drive wheels 29a and 29b when the downshift delay process is not performed. Thus, insufficient acceleration of the host vehicle during the execution of the downshift delay process can be suppressed, and the driver can be suppressed from feeling a sense of sluggishness.

[0045] In the above-mentioned embodiment, the shift line of the transmission 26 is changed to the low vehicle speed side when the accelerator is off and the brake is off as the downshift delay processing. However, it is also possible to delay the downshift of the transmission 26 until the speed Ne of the engine 22 reaches or falls below the threshold value Neref instead of or in addition to it. The threshold value Neref is determined to be a relatively low speed within the range that can suppress the noise or vibration of the engine 22 and the engine stall.

[0046] In the above-mentioned embodiment, when the leading vehicle breaks away during the execution of the downshift delay process and an acceleration request is made for the host vehicle, the target torque Te* of the engine 22 is corrected to be increased to control the engine 22 in such a manner as to compensate for at least a part of the insufficient amount of torque output to the drive wheels 29a and 29b when the downshift delay process is performed relative to the torque output to the drive wheels 29a and 29b when the downshift delay process is not performed. However, it is also possible not to perform such an increase correction of the target torque Te* of the engine 22.

[0047] In the above-mentioned embodiment, the downshift delay process is terminated when the preceding vehicle disengages during the execution of the downshift delay process, an acceleration request is made for the host vehicle and the gear stage Gs of the transmission 26 is changed, or when no acceleration request for the host vehicle continues for a predetermined time. However, the downshift delay process may also be terminated when the brake is released.

[0048] In the above-described embodiment, a five-speed stepped transmission is used as the transmission 26. However, a four-speed, six-speed, ten-speed stepped transmission may be used instead.

[0049] In the above-mentioned embodiment, the engine 22 is used as a driving source. However, a motor may be used instead of or in addition to the engine 22.

[0050] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Summary of the Invention" column is described. In the embodiment, the engine 22 corresponds to the "drive source", the transmission 26 corresponds to the "transmission", and the main ECU 50 corresponds to the "control device".

[0051] It should be noted that the embodiment is an example for specifically describing the method for implementing the invention described in the "Content of the Invention" column, and therefore the correspondence between the main elements of the embodiment and the main elements of the invention described in the "Content of the Invention" column does not limit the elements of the invention described in the "Content of the Invention" column. That is, the interpretation of the invention described in the "Content of the Invention" column should be based on the description in this column, and the embodiment is only a specific example of the invention described in the "Content of the Invention" column.

[0052] Although the embodiments for implementing the present disclosure have been described above, the present disclosure is not limited to the embodiments and can be implemented in various forms within the scope not departing from the gist of the present disclosure.

[0053] The present disclosure can be used in the vehicle manufacturing industry, etc.

Claims

1. A vehicle comprising: Driving source; a transmission that changes the speed of the power from the driving source and transmits it to the driving wheels; and a control device for controlling the driving source and the transmission, The control device is configured to execute a downshift delay process for changing the timing of downshifting of the transmission to a lower vehicle speed side when the predetermined condition is satisfied compared to when the predetermined condition is not satisfied, wherein: The prescribed condition is a condition that the host vehicle is in a following mode in which the host vehicle follows a preceding vehicle, overtaking of the preceding vehicle is restricted, and the accelerator is off and the brake is off.

2. The vehicle according to claim 1, wherein: The control device is configured to determine that overtaking of the preceding vehicle is restricted when the vehicle is in a single lane or when there are surrounding vehicles within a predetermined distance from the host vehicle in the left or right lanes.

3. The vehicle according to claim 1 or 2, wherein: The control device is configured to change a shift line of the transmission to a lower vehicle speed side when an accelerator is off and a brake is off as the downshift delay processing.

4. The vehicle according to claim 1 or 2, wherein: The control device is configured to increase and correct the torque of the drive source in a manner that compensates for at least a portion of the insufficient amount of torque output to the drive wheels when the downshift delay processing is performed relative to the torque output to the drive wheels when the downshift delay processing is not performed, when the leading vehicle disengages during the execution of the downshift delay processing and an acceleration request is made for the vehicle.

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