Vehicle

Abstract

To restrain drivability from being deteriorated.SOLUTION: A vehicle comprises a driving source, a transmission which transmits to driving wheels by shifting power from the driving source and a control device which controls the driving source and the transmission. The control device executes down-shift delay processing which changes timing of down-shift of the transmission on low vehicle speed side in comparison with when prescribed condition is not satisfied when there is satisfied the prescribed condition which is in follow-up mode at which an own vehicle follows up a front vehicle and overtaking of the front vehicle is restricted and is at accelerator-off and brake-off.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to vehicles. [Background technology]

[0002] Conventionally, as this type of vehicle, a vehicle equipped with a drive device that outputs a drive force for driving and a brake device that applies a braking force to the vehicle has been proposed (see, for example, Patent Document 1). This vehicle executes cruise control by running using modes including a solo cruise mode in which the drive device is controlled to run at a set speed when there is no preceding vehicle within a first predetermined distance, a following cruise mode in which the drive device and the brake device are controlled to follow the preceding vehicle within a set speed range with a distance between the preceding vehicle being equal to or greater than a second predetermined distance when there is a preceding vehicle within the first predetermined distance, and a stop transition mode in which the drive device and the brake device are controlled to stop the preceding vehicle with a distance between the preceding vehicle being equal to or greater than a third predetermined distance when it is predicted that the preceding vehicle will stop. During running using the stop transition mode, when the speed of the preceding vehicle is faster than that of the preceding vehicle, the driver is notified of the planned stop position of the own vehicle, and when the speed of the own vehicle is slower than that of the preceding vehicle, notification of the planned stop position to the driver of the own vehicle is stopped. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2023-27997 A Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle equipped with a drive source and a transmission that changes the speed and transmits power from the drive source to the drive wheels, when the vehicle is in a following mode in which it follows a vehicle in front, overtaking of the vehicle in front is restricted, and the accelerator and brakes are off, if a relatively large change in deceleration acceleration (deceleration G) occurs due to a relatively large change in the rotation speed of the drive source caused by a downshift of the transmission as the vehicle decelerates, this may lead to a deterioration in drivability.

[0005] The main objective of the vehicle of the present disclosure is to suppress deterioration of drivability. [Means for solving the problem]

[0006] The vehicle of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The vehicle of the present disclosure includes: A vehicle including 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, When predetermined conditions are satisfied, that is, the vehicle is in a following mode in which the vehicle follows a vehicle ahead, overtaking of the vehicle ahead is restricted, and the accelerator and brake are off, the control device executes a downshift delay process for changing a timing of downshifting of the transmission to a lower vehicle speed side, compared with a case in which the predetermined conditions are not satisfied. The gist of the present invention is as follows.

[0008] In the vehicle disclosed herein, when the vehicle is in a following mode in which it follows the vehicle ahead, overtaking the vehicle ahead is restricted, and the accelerator and brake are off, and the predetermined conditions are met, a downshift delay process is executed to change the timing of the downshift of the transmission to the lower vehicle speed side, compared to when the predetermined conditions are not met. This makes it possible to delay the downshift of the transmission, thereby suppressing the change in the rotation speed of the drive source when the transmission is downshifted, and suppressing the change in the deceleration acceleration (deceleration G) of the vehicle. As a result, deterioration of drivability can be suppressed.

[0009] In the vehicle of the present disclosure, the control device may determine that overtaking of the vehicle in front is restricted when there is one lane on each side, or when there are surrounding vehicles within a predetermined distance in the left and right lanes of the vehicle.

[0010] In the vehicle of the present disclosure, the control device may perform the downshift delay process by changing a shift line of the transmission to a lower vehicle speed when an accelerator and a brake are released, and may perform the downshift of the transmission when a rotation speed of the drive source becomes equal to or lower than a predetermined rotation speed.

[0011] In the vehicle disclosed herein, when the forward vehicle leaves while the downshift delay process is being performed and a request to accelerate the host vehicle is made, the control device may increase the torque of the drive source so as to compensate for at least a portion of the shortfall in the torque output to the drive wheels when the downshift delay process is being performed, relative to the torque output to the drive wheels when the downshift delay process is not being performed. In this way, it is possible to compensate for at least a portion of the shortfall in the torque output to the drive wheels while the downshift delay process is being performed. As a result, it is possible to prevent the host vehicle from experiencing a lack of acceleration while the downshift delay process is being performed, and to prevent the driver from feeling a sense of sluggishness.

[0012] In this case, when the vehicle ahead disengages while the downshift delay processing is being executed and a request to accelerate the host vehicle is made, the control device may terminate the downshift delay processing after changing the gear stage of the transmission.

[0013] In the vehicle of the present disclosure, the control device may be configured to terminate the downshift delay processing when, during execution of the downshift delay processing, no request for acceleration of the vehicle is made for a predetermined period of time after the forward vehicle has left the vehicle. [Brief description of the drawings]

[0014] [Figure 1] 1 is a schematic configuration diagram of a vehicle 20 according to the present embodiment. [Diagram 2] FIG. 2 is an explanatory diagram showing an example of a shift line map. [Diagram 3] 10 is a flowchart illustrating an example of a processing routine. [Figure 4] FIG. 13 is an explanatory diagram showing an example of a shift line map for downshift delay processing; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] An embodiment of the present disclosure will be described with reference to the drawings. Fig. 1 is a schematic configuration diagram of a vehicle 20 of this embodiment. As shown in the figure, the vehicle 20 of this embodiment includes an engine 22 as a drive 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.

[0016] The engine 22 is configured as a multiple-cylinder internal combustion engine that outputs power using fuel such as gasoline, diesel, etc. An output shaft (crankshaft) of the engine 22 is connected to a torque converter 25 of the power transmission device 24.

[0017] The power transmission device 24 has a torque converter 25 and a transmission 26. The torque converter 25 is configured as a general fluid transmission device, and has a pump impeller connected to the output shaft of the engine 22, a turbine runner connected to the input shaft of the transmission 26, a stator that rectifies the flow of hydraulic oil from the turbine runner to the pump impeller, a one-way clutch that limits the rotation direction of the stator to one direction, and a hydraulically driven lock-up clutch that connects and disconnects the pump impeller and the turbine runner. 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 amplifying the torque. The transmission 26 is configured as a five-speed stepped transmission, and has an input shaft, an output shaft, a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutches and brakes). The input shaft of the transmission 26 is connected to the torque converter 25. An output shaft of the transmission 26 is connected to drive wheels 29a, 29b via a differential gear and an axle. The transmission 26 provides a plurality of forward and reverse gears by engaging and disengaging a plurality of friction engagement elements.

[0018] The brake device 40 is configured as a hydraulically driven brake device, and includes a master cylinder 41, a plurality of brake pads 42a-42d, a plurality of brake wheel cylinders, and a brake actuator 44. The master cylinder 41 is pressurized by depression of a brake pedal 65. The plurality of brake pads 42a-42d are attached to the driving wheels 29a, 29b and the driven wheels 29c, 29d, respectively. The plurality of brake wheel cylinders drive the plurality of brake pads 42a-42d, respectively. The brake actuator 44 is configured to adjust the hydraulic pressure of the plurality of brake wheel cylinders to apply braking force to the driving wheels 29a, 29b and the driven wheels 29c, 29d. For example, the brake actuator 44 adjusts the hydraulic pressure of multiple brake wheel cylinders so that a braking force based on the pressure (master cylinder pressure Pm) of the master cylinder 41 generated in response to depression of the brake pedal 65 acts on the driving wheels 29a, 29b and the driven wheels 29c, 29d, or adjusts the hydraulic pressure of multiple brake wheel cylinders so that a braking force required of the braking device 40 acts on the driving wheels 29a, 29b and the driven wheels 29c, 29d, regardless of the depression of the brake pedal 65, for example, when the vehicle approaches a vehicle ahead.

[0019] The navigation device 80 includes 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 or SSD) in which map information and the like are stored, an input / output port, and a communication port. The map information includes service information (e.g., tourist information, parking lots, etc.) and road information for each driving section (e.g., between traffic lights and between intersections, etc.) stored as a database. The road information includes distance information, road width information, number of lanes information, area information (urban area or suburban area), type information (general road or expressway), gradient information, legal speed limit, number of traffic lights, turning radius of each curve, and the like. The GPS detects the position of the vehicle based on signals transmitted from multiple GPS satellites. The display is configured as a touch panel type display that displays various information such as the current position of the vehicle and the driving route to the destination, and also allows the user to input various instructions. When a user operates the display to set a destination, the navigation device 80 sets a driving route to the destination based on the map information stored in the storage medium, the current position of the vehicle detected by the 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.

[0020] The main ECU 50 includes a microcomputer, which includes a CPU, a ROM, a RAM, a flash memory, an input / output port, and a communication port. The main ECU 50 receives signals from various sensors. Examples of signals received by the main ECU 50 include signals related to the state of the engine 22 from a plurality of sensors, such as a crank angle θcr of the crankshaft of the engine 22 from a crank angle sensor. Examples of signals received by the main ECU 50 include signals related to the state of the power transmission device 24 from a plurality of sensors, such as the rotation speeds Nin and Nout of the input and output shafts of the transmission 26 from a rotation speed sensor. Examples of signals received by the main ECU 50 include a master cylinder pressure Pm, which is the pressure of the master cylinder 41, from a pressure sensor 41a. Examples of signals received by the main ECU 50 include an ignition signal from an ignition switch 60, and a shift position SP, which is the operating position of the shift lever 61, from a shift position sensor 62. Examples of signals received by the main ECU 50 include an accelerator opening Acc, which is the depression amount of the accelerator pedal 63, from an accelerator pedal position sensor 64, and a brake pedal position BP, which is the depression amount of the brake pedal 65, from a brake pedal position sensor 66. Other examples of the information include the vehicle speed V from the vehicle speed sensor 67, the longitudinal acceleration Gx and lateral acceleration Gy, which are the accelerations in the longitudinal and lateral directions of the host vehicle, from the acceleration sensor 68, and the steering angle θw from the steering angle sensor 69. Other examples of the information include information on the host vehicle and its surroundings from the surroundings recognition device 70, such as the inter-vehicle distance and relative speed between the host vehicle and a vehicle ahead, the inter-vehicle distance and relative speed between the host vehicle and a vehicle behind, and the distance between vehicles on the sides (including the left and right front) of the host vehicle. The surroundings recognition device 70 is configured to include at least some of a camera, a millimeter wave radar, a quasi-millimeter wave radar, an infrared laser radar, a sonar, etc.

[0021] The main ECU 50 outputs various control signals. Examples of the signals output by the main ECU 50 include 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 support system, for example, collision damage mitigation brake control.

[0022] In the vehicle 20 of this embodiment, the main ECU 50 sets a target gear Gs* of the transmission 26 based on the accelerator opening Acc, the vehicle speed V, and the shift line diagram, and controls the transmission 26 so that the gear Gs of the transmission 26 becomes the target gear Gs*. The main ECU 50 also sets a target torque Te* of the engine 22 based on the accelerator opening Acc, the vehicle speed V, and the gear Gs of the transmission 26, and controls the engine 22 so that the engine 22 is operated based on the target torque Te*. FIG. 2 is an explanatory diagram showing an example of the shift line diagram. In the example of FIG. 2, for simplicity, the shift line for upshifting (upshift line) and the shift line for downshifting (downshift line) of the transmission 26 are the same. Note that the upshift line and the downshift line may be different.

[0023] Next, a description will be given of the operation of the vehicle 20 of this embodiment. Fig. 3 is a flowchart showing an example of a processing routine executed by the main ECU 50. This routine is executed repeatedly.

[0024] When the processing routine of FIG. 3 is executed, the main ECU 50 determines whether the host vehicle is in a following mode in which the host vehicle follows a vehicle ahead (step S100), determines whether an overtaking restriction condition that restricts overtaking the vehicle ahead is satisfied (step S110), and determines whether the accelerator and brake are both off (step S120).

[0025] Here, the process of determining whether or not the vehicle is in the following mode can be performed using information from the surrounding recognition device 70, such as the vehicle distance and relative speed between the vehicle and the vehicle ahead. For example, when the vehicle ahead is present within a predetermined distance L1 ahead of the vehicle, the vehicle is determined to be in the following mode. The predetermined distance L1 may be a fixed value, or may be set based on the relative speed between the vehicle and the vehicle ahead.

[0026] The overtaking restriction condition is an OR condition of a lane number condition of one lane on each side and a side vehicle condition of a surrounding vehicle being present within a predetermined distance of the left and right lanes of the vehicle. The process of determining whether the lane number condition is satisfied can be performed using information from the navigation device 80, for example, the current position of the vehicle and road information (lane number information). The process of determining whether the surrounding vehicle condition is satisfied can be performed using information from the surrounding recognition device 70, for example, the distance between the vehicle and a vehicle on the side (including the left and right front) of the vehicle.

[0027] The process of determining whether the accelerator and brake are both off can be performed using the accelerator opening Acc from the accelerator pedal position sensor 64 and the brake pedal position BP from the brake pedal position sensor 66 .

[0028] This routine is terminated when it is determined in step S100 that the vehicle is not in the following mode, when it is determined in step S110 that the overtaking restriction condition is not met (neither the number of lanes condition nor the side vehicle condition is met), or when it is determined in step S120 that the accelerator or brake is on.

[0029] If it is determined in step S100 that the vehicle is in the following mode, and if it is determined in step S110 that the overtaking restriction condition is met (the number of lanes condition or the side vehicle condition is met), and if it is determined in step S120 that the accelerator and brake are both off, then downshift delay processing is started (step S130).

[0030] Here, in the downshift delay process, the shift line map is changed from the normal shift line map to the shift line map for downshift delay process. FIG. 4 is an explanatory diagram showing an example of the shift line map for downshift delay process. In FIG. 4, the normal shift line map (same as FIG. 2) is illustrated by a dotted line for comparison. In the shift line map for downshift delay process, the shift line of the transmission 26 when the accelerator is off and the brake is off is changed to the low vehicle speed side compared to the normal shift line map. Since the accelerator is off and the brake is off is considered, the downshift of the transmission 26 is delayed by the downshift delay process, thereby suppressing the change in the rotation speed of the engine 22 and the torque converter 25 when the downshift of the transmission 26 is performed, and the change in the deceleration acceleration (deceleration G) of the host vehicle can be suppressed. As a result, the deterioration of drivability can be suppressed. In addition, there are also cases where the downshift of the transmission 26 itself can be suppressed. It is also possible to prevent inconveniences caused by large changes in deceleration G when driving assistance brake control, such as collision damage mitigation brake control, is being performed.

[0031] When the downshift delay process is started in this way, it is determined whether the vehicle ahead has left the lane (step S140), and if it is determined that the vehicle ahead has not left the lane, the process waits for the vehicle ahead to leave the lane. Here, the process of whether the vehicle ahead has left the lane can be performed using information from the surrounding recognition device 70, such as the inter-vehicle distance and relative speed between the vehicle ahead and the vehicle ahead. For example, it is determined that the vehicle ahead has left the lane when the vehicle ahead accelerates or changes the lane and the vehicle ahead is no longer present within a predetermined distance ahead of the vehicle ahead, or when the vehicle ahead changes the lane and the vehicle ahead is no longer present within a predetermined distance ahead of the vehicle ahead.

[0032] When it is determined in step S140 that the forward vehicle has left, it is determined whether or not an acceleration request for the host vehicle is being made (step S150). This determination process can be performed by determining whether or not the accelerator opening Acc from the accelerator pedal position sensor 64 is equal to or greater than a threshold Aref.

[0033] When it is determined in step S150 that an acceleration request for the host vehicle is being made, a correction request for the target torque Te* of the engine 22 is made (step S160). When the downshift delay process is being performed, the downshift of the transmission 26 is delayed (suppressed) as compared to when the downshift delay process is not being performed. Therefore, when the downshift delay process is being performed, the gear stage Gs of the transmission 26 may be a gear stage on the higher vehicle speed side as compared to when the downshift delay process is not being performed. When a certain torque is being output from the engine 22, the torque output to the drive wheels 29a, 29b becomes smaller as the gear stage Gs of the transmission 26 becomes a higher vehicle speed stage (the smaller the gear ratio γ corresponding to the gear stage Gs). Therefore, when the downshift delay process is being performed, the acceleration of the host vehicle may be insufficient as compared to when the downshift delay process is not being performed, which may cause the driver to feel a sense of sluggishness. In light of this, in this embodiment, when a correction request for the target torque Te* is made, an increase correction is made to the target torque Te* of the engine 22 so that at least a part of the shortfall in the torque output to the drive wheels 29a, 29b when the downshift delay process is being performed is compensated for relative to the torque output to the drive wheels 29a, 29b when the downshift delay process is not being performed. This makes it possible to prevent the acceleration of the host vehicle from being insufficient during the execution of the downshift delay process, and to prevent the driver from feeling sluggishness or the like.

[0034] Next, it is determined whether the gear stage Gs of the transmission 26 has been changed (step S170), and if it is determined that the gear stage Gs of the transmission 26 has not been changed, the process returns to step S150. Since a time when an acceleration request for the host vehicle is being made is considered, examples of times when the gear stage Gs of the transmission 26 is changed include when the accelerator opening Acc increases and the gear stage Gs is downshifted (at the time of so-called kickdown), and when the vehicle speed V increases and the gear stage Gs is upshifted.

[0035] When it is determined in step S170 that the gear position Gs of the transmission 26 has been changed, the downshift delay process is ended (step S190) and this routine is ended. As a result, the shift line map is changed from the shift line map for the downshift delay process to the normal shift line map.

[0036] If it is determined in step S150 that no request for acceleration of the vehicle has been made, it is determined whether or not no request for acceleration of the vehicle has been made for a predetermined period of time (step S180), and if it is determined that this has not yet continued for the predetermined period of time, the process returns to step S150.

[0037] When it is determined in step S180 that no acceleration request of the host vehicle has been made for a predetermined period of time, the downshift delay process is terminated (step S190) and this routine is terminated. In this embodiment, the downshift delay process is terminated before an acceleration request of the host vehicle is made, taking into consideration that, when traveling on a highway, the host vehicle may decelerate and then accelerate to overtake while changing lanes.

[0038] In the vehicle 20 of the present embodiment described above, when the vehicle is in a following mode in which it follows a vehicle ahead, overtaking of the vehicle ahead is restricted, and the accelerator and brake are off, and the predetermined conditions are met, the timing of downshifting the transmission 26 is changed to a lower vehicle speed side, specifically, the shift line of the transmission 26 when the accelerator and brake are off is changed to a lower vehicle speed side, compared to when the predetermined conditions are not met. This makes it possible to delay the downshifting of the transmission 26, thereby suppressing the change in the rotation speed of the engine 22 and the torque converter 25 when the transmission 26 is downshifted, and suppressing the change in the deceleration acceleration (deceleration G) of the vehicle. As a result, deterioration of drivability can be suppressed.

[0039] Furthermore, in the vehicle 20 of this embodiment, when a forward vehicle leaves while the downshift delay process is being performed and a request for acceleration of the vehicle is made, the target torque Te* of the engine 22 is increased and corrected to control the engine 22 so that at least a part of the shortfall in the torque output to the drive wheels 29a, 29b when the downshift delay process is being performed is compensated for relative to the torque output to the drive wheels 29a, 29b when the downshift delay process is not being performed. This makes it possible to prevent the acceleration of the vehicle from being insufficient while the downshift delay process is being performed, and to prevent the driver from feeling sluggishness or the like.

[0040] In the above-described embodiment, the downshift delay process is a process of changing the shift line of the transmission 26 to the lower vehicle speed side when the accelerator and brake are both off. However, instead of or in addition to this, the downshift of the transmission 26 may be delayed until the rotation speed Ne of the engine 22 becomes equal to or lower than a threshold value Neref. The threshold value Neref is determined as a relatively low rotation speed within a range in which noise, vibration, and engine stall of the engine 22 can be suppressed.

[0041] In the above-described embodiment, when the forward vehicle leaves while the downshift delay process is being performed and a request to accelerate the host vehicle is made, the target torque Te* of the engine 22 is increased and corrected to control the engine 22 so as to compensate for at least a part of the shortfall in the torque output to the drive wheels 29a, 29b when the downshift delay process is being performed relative to the torque output to the drive wheels 29a, 29b when the downshift delay process is not being performed. However, such an increase correction of the target torque Te* of the engine 22 may not be performed.

[0042] In the above-described embodiment, the downshift delay process is terminated when the preceding vehicle leaves while the downshift delay process is being executed, a request for acceleration of the host vehicle is made and the gear position Gs of the transmission 26 is changed, or when no request for acceleration of the host vehicle is made for a predetermined period of time. However, in addition to the above, the downshift delay process may also be terminated when the brake is applied.

[0043] In the above-described embodiment, a five-speed variable transmission is used as the transmission 26. However, instead of this, a four-speed, six-speed, ten-speed, or other variable transmission may be used.

[0044] In the above-described embodiment, the engine 22 is used as the drive source. However, instead of or in addition to this, a motor may be used.

[0045] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problems will be described below. 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".

[0046] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0047] The above describes embodiments for implementing the present disclosure, but the present disclosure is not limited to these embodiments, and it goes without saying that the present disclosure can be implemented in various forms without departing from the gist of the present disclosure. [Industrial Applicability]

[0048] The present disclosure is applicable to the vehicle manufacturing industry and the like. [Explanation of symbols]

[0049] 20 vehicle, 22 engine, 24 power transmission device, 25 torque converter, 26 transmission, 29a, 29b driving wheels, 29c, 29d driven wheels, 40 brake device, 41 master cylinder, 41a pressure sensor, 42a to 42d brake pads, 44 brake actuator, 50 main ECU, 60 ignition switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 acceleration sensor, 65 brake pedal, 66 brake position sensor, 67 vehicle speed sensor, 68 acceleration sensor, 69 steering angle sensor, 70 surrounding recognition device, 80 navigation device.

Claims

1. A vehicle including 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, When predetermined conditions are satisfied, that is, the vehicle is in a following mode in which the vehicle follows a vehicle ahead, overtaking of the vehicle ahead is restricted, and the accelerator and brake are off, the control device executes a downshift delay process for changing a timing of downshifting of the transmission to a lower vehicle speed side, compared with a case in which the predetermined conditions are not satisfied. vehicle.

2. 2. The vehicle according to claim 1, The control device determines that overtaking the forward vehicle is restricted when the road has one lane in each direction or when a surrounding vehicle is present within a predetermined distance in the left or right lane of the host vehicle. vehicle.

3. A vehicle according to claim 1 or 2, The control device changes a shift line of the transmission to a lower vehicle speed side when an accelerator and a brake are released as the downshift delay process. vehicle.

4. 3. A vehicle according to claim 1 or 2, When the forward vehicle leaves while the downshift delay process is being executed and a request for acceleration of the host vehicle is made, the control device increases and corrects the torque of the drive source so as to compensate for at least a part of the shortage of the torque output to the drive wheels when the downshift delay process is being executed relative to the torque output to the drive wheels when the downshift delay process is not being executed. vehicle.

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