A segment determination device has an altitude information acquisition unit that acquires altitude information about points on a road, and a feature amount determination unit that determines a feature amount indicating gradient information about the road based on the altitude information about points including a first point ahead a vehicle and a second point ahead of the first point. The altitude information acquisition unit acquires altitude information about another points farther from the vehicle until the determined feature amount is outside of a predetermined range. The segment determination device further has a segment determination unit that, in a case where the feature amount is outside of the predetermined range, determines a segment in which the first point is set as a start point and whichever of two points adjacent to the second point that is closer to the vehicle is set as an end point.

A compound planetary gear assembly that can be manufactured at a low cost. The compound planetary gear assembly comprises: a first sun gear to which torque is applied; a second sun gear arranged fixedly and coaxially with the first sun gear; a third sun gear rotating around an axis of the first sun gear; a first planetary gear to which the torque is delivered from the first sun gear; a second planetary gear delivering the torque to the second sun gear; a third planetary gear delivering the torque to the third sun gear; a first pinion shaft supporting the first planetary gear, the second planetary gear and the third planetary gear; and a carrier supporting the first pinion shaft.

A method of adjusting deceleration dependent shift points to maintain a target minimum turbine speed includes calculating a vehicle speed offset based on vehicle acceleration rate a predicted downshift delay for the target minimum turbine speed and converting the target minimum turbine speed to a target vehicle speed based on the deceleration condition. Thereafter, the method continues with determining a target gear based on the vehicle speed offset and the target vehicle speed, and downshifting to the target gear having vehicle speed less than or equal to a vehicle speed corresponding to the current turbine speed. The method ends with maintaining the target gear until a shift delay period is greater than a predetermined delay threshold.

Provided herein is a vehicle including: an engine; a continuously variable planetary (CVP) operably coupled to the engine; a cooling system in fluid communication with the engine and the CVP, the cooling system comprising a control valve and a working fluid; and a control system including a controller configured to control the CVP and the control valve and a working fluid temperature sensor, wherein the controller commands a change in the CVP ratio based on the working fluid temperature.

An electronic continuously variable transmission (ECVT) system applicable to a motorcycle includes a first speed sensor, second speed sensor, continuously variable transmission (CVT) and control unit. The control unit receives a user control signal and accordingly controls a speed-changing state of the CVT. While the motorcycle is operating in a manual-operation mode, the control unit predicts, according to the user control signal, a first speed signal sent from the first speed sensor, and a second speed signal sent from the second speed sensor, whether the next gear indicated by the shift request signal will cause the motorcycle to move unsteadily. If so, the control unit ignores the shift request signal and refuses to perform gear shifting. If not, the control unit sends at least a shift control signal to the CVT so that the CVT performs gear shifting.

A transmission which includes input and output shafts and first and second step-down devices for producing various step-down ratios. The first and second step-down devices are associated with first and second controllable clutches, respectively, in order to connect, in a torque-transmitting manner, the respective step-down device between the input shaft and the output shaft. A first gear of the transmission is obtained by actuating the first clutch and a second gear by actuating the second clutch. A method of controlling a gearshift, from the first gear to the second gear, includes the steps of determining operating condition parameters of the transmission; and determining optimized degrees of actuation of the clutches by a search process related to a transmission model that determines the degrees of actuation on the basis of operating condition parameters in relation to a predetermined optimization criterion. The transmission model is based on slip.

A method and a system for choosing a transmission mode in a vehicle over the course of a road section, wherein the vehicle has applied coasting prior to this road section and wherein a highest permitted speed v.sub.max is defined for the road section, below which an actual speed for the vehicle should be kept. A simulation of a future speed profile v.sub.sim.sub._.sub.Gear for a possible gear position for a gearbox in the vehicle is conducted on the basis of a road slope obtained from map data in combination with vehicle positioning information and wherein the simulation simulates, when the road section lies ahead of the vehicle, an actual speed for the vehicle over the course of the road section. Next, an evaluation is carried out of whether a suspension of the coasting in favor of the possible gear position is recommended, wherein the possible gear position is deemed recommendable if a highest value v.sub.sim.sub._.sub.Gear.sub._.sub.max for the future speed profile exceeds the highest permitted speed v.sub.max. The evaluation is then utilized in the choice of transmission mode.