This vehicle control devices provided with: a travel segment determination unit 15 which determines a next travel segment, forwards in the travel direction of the vehicle, which has a different road slope from the current travel segment where the vehicle is currently traveling; a next gear stage selection unit 16 which, on the basis of the road slope of the next travel segment, selects a next gear stage, which will be the gear stage of the vehicle in the next travel segment; and a shift control unit 17 which upshifts to the next gear stage in the current travel segment in the case that the travel resistance in the next travel segment is less than the travel resistance of the current travel segment, the value obtained by subtracting the travel resistance of the vehicle in the current travel segment from the drive force at the current speed of the vehicle in the next gear stage is less than a first prescribed value, and the value obtained by subtracting the travel resistance of the vehicle in the next travel segment from the drive force at the current vehicle speed in the next gear stage is less than a second prescribed value.

A vehicle has an engine (1) as a driving source. Output rotation of the engine (1) is transmitted to driving wheels (7) through a torque converter (2) equipped with a lock-up clutch, a first gear train (3), a transmission (4) formed by combination of a variator (20) and an auxiliary transmission (30), a second gear train (5) and a final speed reduction device (6). The second gear train (5) is provided with a parking mechanism (8) that mechanically locks an output shaft of the transmission (4) so that the output shaft of the transmission (4) cannot rotate during parking of the vehicle. A shift speed when down-shift is performed by the variator (20) during a torque-down request to the engine (1) is set to be slower than a shift speed when down-shift is performed by the variator (20) during a non-torque-down request.

A vehicle has an engine (1) as a driving source. Output rotation of the engine (1) is transmitted to driving wheels (7) through a torque converter (2) equipped with a lock-up clutch, a first gear train (3), a transmission (4) formed by combination of a variator (20) and an auxiliary transmission (30), a second gear train (5) and a final speed reduction device (6). The second gear train (5) is provided with a parking mechanism (8) that mechanically locks an output shaft of the transmission (4) so that the output shaft of the transmission (4) cannot rotate during parking of the vehicle. A shift speed when down-shift is performed by the variator (20) during a torque-down request to the engine (1) is set to be slower than a shift speed when down-shift is performed by the variator (20) during a non-torque-down request.

A continuously variable transmission (2) has a torque convertor (3) having a lock-up clutch (30) and a continuously variable transmission mechanism (5). A control unit (10) has a shift control unit (10C) configured to be able to perform a pseudo stepwise up-shift control that varies a transmission ratio of the continuously variable transmission mechanism (5) stepwise, a lock-up control unit (10A) configured to control an engagement state of the lock-up clutch (30), and a torque control command unit (10D) configured to perform a torque-down control of a driving source (1). When the engagement control of the lock-up clutch (30) and the pseudo stepwise up-shift control are performed at the same time, the torque control command unit (10D) configured to perform the torque-down control with a greater torque reduction mount.

A continuously variable transmission (2) has a torque convertor (3) having a lock-up clutch (30) and a continuously variable transmission mechanism (5). A control unit (10) has a shift control unit (10C) configured to be able to perform a pseudo stepwise up-shift control that varies a transmission ratio of the continuously variable transmission mechanism (5) stepwise, a lock-up control unit (10A) configured to control an engagement state of the lock-up clutch (30), and a torque control command unit (10D) configured to perform a torque-down control of a driving source (1). When the engagement control of the lock-up clutch (30) and the pseudo stepwise up-shift control are performed at the same time, the torque control command unit (10D) configured to perform the torque-down control with a greater torque reduction mount.

In order to estimate the degree of fatigue in a power transmission system and suitably manage a durability life, this durability life management device of the power transmission system is provided with: an input section which receives an input of vehicle running information including a torque generated by a driving source; a control section which controls the degree of damage to a component of the power transmission system on the basis of the running information and determines, on the basis of the degree of damage, whether the degree of fatigue in the power transmission system is high; and an output section which outputs a signal indicating that the degree of fatigue is high, when the degree of fatigue is determined to be high.

A transmission device including a body, an input member extending along the body, and having a rotational axis, a gear assembly connected to the input member, having an inner gear, one or more intermediate gears engaged with the inner gear; and an outer gear engaged with one or more intermediate gears, wherein in a first position the gear assembly is configured to rotate at substantially the same rate as the input member and axial movement of at least one component to a second position, in a direction substantially parallel to the axis of rotation, allows the gear assembly to provide to an output member a different output rate relative to the input member, and an actuator movable between a first position at which the gear assembly moves to its first position and a second position at which the gear assembly moves to its second position, the actuator moves under hydraulic pressure.

A transmission device including a body, an input member extending along the body, and having a rotational axis, a gear assembly connected to the input member, having an inner gear, one or more intermediate gears engaged with the inner gear; and an outer gear engaged with one or more intermediate gears, wherein in a first position the gear assembly is configured to rotate at substantially the same rate as the input member and axial movement of at least one component to a second position, in a direction substantially parallel to the axis of rotation, allows the gear assembly to provide to an output member a different output rate relative to the input member, and an actuator movable between a first position at which the gear assembly moves to its first position and a second position at which the gear assembly moves to its second position, the actuator moves under hydraulic pressure.

An automatic speed control including repeated autonomous establishment of a setpoint variable regarding a setpoint speed and/or a setpoint acceleration of the vehicle in such a way that the setpoint speed is smaller or equal to a specified or established maximum speed and/or the setpoint acceleration of the vehicle remains smaller or equal to a specified or established maximum acceleration controlling at least one vehicle component by taking into account the autonomously newly established setpoint variable so that an actual speed of the vehicle corresponds to the setpoint speed and/or an actual acceleration of the vehicle corresponds to the setpoint acceleration; and establishing the maximum speed and/or the maximum acceleration by taking into account a measured and/or estimated temperature of a component of a wheel brake caliper and/or a driving variable that is relevant for overheating of the component of the wheel brake caliper.

A shifting system for a human-powered vehicle comprises a controller. The controller is configured to receive a driving torque and a cadence of the human-powered vehicle from at least one sensor. The controller is configured to determine a permitted shift timing based on the driving torque and the cadence. The controller is further configured to control a shift mechanism to perform a gear shift during the permitted shift timing in accordance with a permitted cadence range and a first threshold of the driving torque.