Abstract: A vehicle engine is coupled to a driving system that includes a torque converter and an automatic transmission. An ECU sets a target value of an opening degree of a throttle valve based on a depression degree of an acceleration pedal. The ECU changes the throttle opening degree at a predetermined gradual change speed such that the throttle opening degree reaches the set target value. The ECU limits the gradual change speed of the throttle opening degree for a predetermined period such that a changing speed of the engine speed is suppressed at a reverse time when a direction of torque transmitted between the driving system and the engine is reversed. As a result, shock produced when the direction of torque between the driving system and the engine is switched is suppressed.

Abstract: An apparatus for controlling an automotive vehicle including an engine with an intake valve and/or an exhaust valve having a variable operating characteristic, a transmission having a plurality of operating positions that are selectively established, and a manually operable vehicle accelerating member, the apparatus including a target-drive-force setting portion operable to determine a target vehicle drive force on the basis of an operating amount of the accelerating member and a presently selected one of the operating positions of the transmission, such that the determined target vehicle drive force permits a smooth change of an actual vehicle drive force with a change of the operating amount of the vehicle accelerating member, irrespective of a shifting action of the transmission, and a drive-power-source-torque control portion (104) operable to control a torque of the engine, by controlling at least one of a lift amount, an operating period of an opening and closing action and an operating timing of the in

Abstract: An engine speed control that avoid undesirable transmission conditions such as clutch chattering. This is done by sensing actual conditions, which are likely to result in the undesirable transmission conditions such as clutch chattering and only changing the engine output when these exact conditions are found. The conditions sensed are the determination of excessive acceleration in engine speed or in the speed of a shaft associated with the engine or the degree of rotational variation or rotational acceleration.

Abstract: Drive unit for motor vehicles, comprising an internal combustion engine (2), an accelerator pedal and an electronic engine control unit (15) arranged for controlling engine torque and r.p.m. The accelerator pedal is electrically connected to the engine control unit. During acceleration, the engine control unit controls the torque as a function of engine speed for various accelerator pedal positions, as determined by a first computer matrix stored in the control unit, which provides a predetermined additional torque when there is a certain reduction in engine speed. After constant or practically constant vehicle velocity has been achieved at a constant accelerator pedal position, the engine control unit controls the torque as a function of engine speed along a second stored computer matrix, which provides a predetermined greater additional torque when there is said predetermined reduction of the engine speed.

Abstract: A car system and control method in which transmission shifting is controlled such that synchronizer damage is avoided. A state discrimination device detects or infers the state of each frictional surface of the synchronizers. A synchronizer for forming an intermediate transfer path is selected according to a parameter indicating the state of the frictional surface detected or inferred by the state discrimination device. Engine torque control reduces the engine torque according to a parameter indicating the state detected or inferred by the state discrimination device.

Abstract: At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.

Abstract: A fuel injection control system for an internal combustion engine can obtain an optimum fuel injection quantity in response to a traveling load without the need for a large memory. The gear position discrimination unit determines the present gear position Ngp on the basis of the vehicle speed Vpls and the engine speed NE. The Kgpd calculation unit calculates the correction factor by gear Kgpd on the basis of the gear position Ngp and the engine speed NE. The state judgment unit judges whether the engine is in a steady state or in a transient state. The map selection unit selects, on the basis of the judgment result of the engine state, the PB map or the TH map for determining the basic injection quantity Ti. The basic injection quantity determination unit determines the basic injection quantity Ti on the basis of a product of the PB map or TH map and the correction factor by gear Kgpd.

Abstract: A system for controlling a component of a gear in a vehicle, especially a clutch, through a hydraulic transmission link. The system includes a transmission control unit and an engine control unit, whereby a loss in fluid in the transmission link can be detected or a hazardous situation caused by the potential for fluid loss is avoided, whereupon the engine and/or the transmission can be suitably controlled using the transmission control and/or engine control unit.

Abstract: A clutch (2) is arranged between the drive engine (1) and the hydrodynamic torque converter (4), which is actuated partially in the opening direction during the reversing process to influence the reversing time in a working machine, such as a wheel loader or a floor-level conveyor vehicle.

Abstract: A method for controlling an internal combustion engine of a vehicle makes possible an acceleration of the shift operation especially of an automatic transmission or of an automated manually shifted transmission of the vehicle. In a shift operation, an operating state quantity of the engine is pregiven. This operating state quantity can be especially an engine output torque (MDES) or an engine rpm (NMOTDES). Furthermore, a torque reserve (MRES1, MRES2, MRES3) is pregiven for a rapid adjustment of the pregiven operating state quantity.

Abstract: A system and method for controlling a throttle ramp rate of a vehicle. According to an embodiment of the invention, the controlling of a throttle ramp rate of a vehicle is accomplished by determining the target engine speed for a vehicle during a vehicle launch. If it is determined that there is a high throttle demand upon the engine of the vehicle, a throttle ramp rate offset amount is determined, which is based upon an estimated weight of the vehicle. A default high throttle ramp rate may then be adjusted based upon the determined throttle ramp rate offset.

Abstract: In a multi-cylinder engine having a compression ignition combustion mode, a vibration detecting sensor that is preferably mounted in a cylinder block or a cylinder head is used to detect a frequency and the detected frequency is appropriately analyzed to detect or estimate a cylinder pressure peak value and peak timing for each cylinder. An amount of internal EGR, a fuel injection condition, an engine speed and the like are then controlled so as to bring each of these parameters into an appropriate range thereof. The control apparatus suppresses variations in combustion states among different cylinders and different cycles arising from unit-to-unit variations or deterioration in the engine or part-to-part variations or deterioration in a component thereof.

Abstract: An engine deceleration control system for an internal combustion engine of a vehicle is arranged to prohibit correcting an air quantity supplied to the engine when an elapsed time period from a moment of turning off of an accelerator of the engine is within a first predetermined time period, or when an elapsed time period from a moment of turning off of a lockup clutch of a torque converter is within a second predetermined time period or when a shifting of a transmission connected to the engine is being executed, and to cancel prohibiting the correction of the supplied air quantity when a braking operation is executed.

Abstract: A clutch engagement control device controls the engagement of a forward clutch (32) and reverse clutch (33) in an automatic transmission connected to an engine (70) in a vehicle. An inhibitor switch (56) outputs a range signal in accordance with a position range of a select lever (51). A manual valve (57) supplies oil pressure selectively to one of the forward clutch (32) and the reverse clutch (33) by changing position in accordance with the position range of the select lever (51). A controller (60) of the clutch engagement control device determines whether an unmatching range condition occurs in which the range of the select lever (51) indicated by the range signal and the range of the manual valve (57) do not match, when the range of the select lever (51) indicated by the range signal is a drive range or reverse range; and suppress an increase in engine rotation speed prior to engagement of the forward clutch or reverse clutch when the unmatching range condition occurs.

Abstract: A traveling gear for an agricultural working machine configured to adjust an engine speed so as to control the traveling speed of the agricultural working machine for road travel. The traveling gear generally controls the traveling speed of the machine by controlling a central driving gear. The traveling gear generally includes a diesel engine as its central motive power source, a variable displacement pump driven by the diesel engine, an electro-hydraulic motor with an adjustable induction volume, and a pair of electro-hydraulic motors which are switchable in their induction volume. For a change in speed, the displacement volume of the variable displacement pump is adjusted. The change in displacement of the variable displacement pump causes a change in speed of the electro-hydraulic motors, which in turn causes a corresponding change in speed of the traveling gear and associated traveling speed of the agricultural machine.

Abstract: Methods are provided for controlling the fueling of a motor vehicle and specifically for controlling the cut off of fueling of a hybrid electric motor vehicle during deceleration of that motor vehicle. In a hybrid electric motor vehicle having an internal combustion engine, a motor/generator, and a continuously variable transmission, one embodiment of the method comprises the steps of sensing throttle position of the internal combustion engine and slewing the continuously variable transmission to a higher gear ratio in response to sensing a closed throttle position. The method further comprises the steps of cutting fueling of the internal combustion engine during the deceleration, and coupling the motor/generator in parallel with the internal combustion engine with the motor/generator operating as a generator.

Abstract: An automatic stop/start controller for a vehicle having an engine, an electric motor to drive the engine, and an automatic transmission. The automatic stop/start controller permits the engine to stop or start without operation of an ignition key. The controller starts fuel supply to the engine after the engine is started by the electric motor and when it is determined that frictional engaging elements of the automatic transmission are engaged, in a case where the engine is started without the operation of the ignition key.

Abstract: A system for controlling an engine in a fuel efficient manner includes a memory having stored therein an engine output characteristics map bounded by a maximum engine output curve. The map defines a region of undesirable operation having a first border defined as a function of engine speed and intersecting the maximum engine output curve. A control computer is configured to control engine operation in a fuel efficient manner by limiting engine operation within the map to the first border while also allowing the engine to operate anywhere on the maximum engine output curve. The control computer may be configured to so limit engine operation to the first border only if an engine or vehicle acceleration value is outside of an acceleration range, and further only if an engine work value is greater than an engine work threshold, and otherwise to allow engine operation anywhere on or within the map.

Abstract: A method for controlling the ignition of an internal combustion engine (10) for a motor vehicle. More specifically, the method controls the timing of ignition for each of cylinder of the internal combustion engine (10). Control of the timing is based on two parameters, i.e., the speed at which the internal combustion engine (10) is operating and the gear in which the transmission (22) is operating. The speed is measured in terms of revolutions per minute. The gear helps to gauge what type of load may be present on the internal combustion engine (10). By identifying each of these parameters, it may easily be determined at what value the timing may be. If the specific speed of the vehicle is not located within the look-up table, where the data is stored, the method will interpolate the timing value based on values close to the value of the speed of the internal combustion engine (10) based on the neighboring values thereof.

Abstract: A system is described for minimizing engine torque disturbances that would otherwise cause degraded drive feel by a vehicle driver. The system utilizes multiple torque transmission paths of a transaxle unit mounted to the engine. The system manipulates the torque transmitted by adjusting the clutches of multiple torque transmission paths so that the torque disturbance in the engine results in relatively constant vehicle drive torque. In one example, a potential torque increase due to variation in engine compression ratio is reduced using multiple paths of the transmission. In this way, relatively constant output torque can be maintained.

Abstract: An engine stop and start control system for securing a normal line pressure in a hydraulic circuit of the transmission. The system has an engine as a power source for driving the vehicle; a transmission; a mechanical oil pump, operated by the power produced by the engine, for supplying oil pressure to the transmission; an automatic engine stopping and starting section for automatically stopping the engine under predetermined stopping conditions and automatically starting the engine under predetermined starting conditions; and an electric oil pump operated when the predetermined stopping conditions are satisfied, so as to supply the oil pressure to the transmission. The automatic engine stopping and starting section has a control section for prohibiting the automatic engine stop when the line pressure in a hydraulic circuit for supplying oil pressure to the transmission is equal to or lower than a predetermined value while the engine is operated.

Abstract: A marine drive has a propulsion device. A transmission is coupled with the propulsion device. A shift mechanism moves the transmission between a first position in which the propulsion device is set to a first mode and a second position in which the propulsion device is set to a second mode. The shift mechanism has a shift unit movable between a first shift position and a second shift position. The transmission moves to the first position while the shift unit moves toward the first shift position, and moves to the second position while the shift unit moves toward the second shift position. An electrically operable shift actuator is supported by the drive body. The shift actuator has an actuating member that preferably is detachably coupled with the shift unit.

Abstract: A vehicle engine (70) is connected with a belt-type continuously variable transmission (1) via a clutch (32). The transmission (1) transmits torque via a belt (43) between a pair of pulleys (41, 42), and varies the transmission torque according to a supply of oil pressure. The clutch (32) engages by means of oil pressure supplied as a shift lever is changed over from a neutral range to a drive range. An oil pressure supplying device (10, 44, 45, 46) supplies the oil pressure required to transmit torque between the belt (43) and the pulleys (41, 42), and the oil pressure for engaging the clutch (32). Slippage between the belt (43) and the pulleys (41, 42) is prevented during engagement of the clutch (32) by restricting the output torque of the engine (70) over a predetermined period of time.

Abstract: A control system for vehicle power train components has an engine ECU, an AT ECU and a manager ECU. The manager ECU outputs command signals such as a target engine torque and a target AT range for the engine ECU and the AT ECU. The manager ECU retrieves data for completing a map for determining availability of the target engine torque from the engine ECU. The manager ECU checks the availability of a computed value of the target engine torque, and if it is necessary, the manager ECU replaces the target engine torque with an available value. The engine ECU executes an engine control process on the basis of the target engine torque of which availability has thus been ensured by the manager ECU. It is therefore possible to operate the vehicle power train components in a more appropriate manner.

Abstract: Within the scope of a load reduction method of automatic transmissions or clutches of a motor vehicle during emergency program shifting operations, an engine torque reduction is carried out during the emergency program shifting operation from a normal shifting program to an emergency program (NP).

Abstract: Method and electronic control system using a unique driver demand (calibration) table stored in system memory to provide torque output values specific to a 4×4 mode of operation of the vehicle drive unit. For example, the torque output of the electronic control system for a 4×4 low mode of operation is controlled using a unique calibration table stored in system memory for 4×4 low mode of operation, while the torque output of the electronic control system for other modes of operation is controlled using one or more different, other calibration tables stored in system memory.

Abstract: The over-ride of driver demand in a motor vehicle when the driver activates, at the same time, both the brake pedal and the accelerator pedal. The system comprises an engine control unit for controlling the engine, a driver accelerator control and a driver braking control. The accelerator and braking controls provide to the engine control unit, respectively, a driver demand signal and a braking demand signal that indicate, respectively, the level of driver engine demand and the level of driver braking demand. The engine control unit over-rides the driver demand signal to reduce engine power when, after a predetermined delay, both the driver demand signal and the braking demand signal are above predetermined levels of driver engine demand and driver braking demand.

Abstract: The electronic control unit sets an initial value of an inertia torque equivalent flow rate Qmg as an air flow equivalent to an inertia torque that acts on rotational elements related to a crankshaft 26, and a diminishing rate thereof, based on a shift position SP and coolant temperature Tw after the engine is cranked by a motor generator and the engine speed reaches an idle speed. The electronic control unit controls an the engine speed using an idle speed maintaining flow rate Qisc which is obtained by subtracting the inertia torque equivalent flow rate Qmg from a target idle speed maintaining flow rate Qisc*.

Abstract: An apparatus for clutch braking in a multi-speed transmission comprising a prime mover, a transmission system, an output shaft and a torque converter. The transmission comprises a first stage and a second stage wherein the first stage comprises at least two range clutches and the second stage comprises at least two direction clutches. The range and direction clutches are slipped, locked and/or engaged to brake the system.

Abstract: In order to control slip amount of a disengagement side engagement device at the time of a gear shift operation, a target value Nr for rotational speed of an input shaft of an automatic transmission is calculated inside an input shaft speed target value calculating block. Slip control of the disengagement side engagement device is then carried out by controlling engine torque using an engine torque control amount obtained from a engine torque control amount estimation block and the clutch slip amount compensation value calculating section to cause rotation speed Nt of the input shaft to follow the target value Nr. In this way, responsiveness and precision of slip control of the disengagement side engagement device at the time of gear shift operation are improved, and it is possible to improve gear shift shock and to carry out a gear shift operation in a short period of time.

Abstract: An integrated vehicle engine/transmission control apparatus for an automotive vehicle having an engine capable of changing an operating speed thereof by itself, and an automatic transmission operatively connected to the engine and including a lock-up clutch, the apparatus including a lock-up clutch control device operable to control an engaging force of the lock-up clutch, during a shifting action of the transmission, for reducing a shifting shock of said automatic transmission, and a engine speed control device operable to control the engine so as to reduce its operating speed, during the shifting action of the transmission, such that reduction of the engine speed is initiated after a moment of initiation of reduction of the engaging force of the lock-up clutch by the lock-up clutch control means.

Abstract: A side-slip velocity estimation module for a vehicle stability enhancement control system includes a side-slip acceleration estimation module that determines an estimated side-slip acceleration of a vehicle. A limited-frequency integrator integrates the estimated side-slip acceleration to determine an estimated side-slip velocity of the vehicle. A reset logic module clears an output of the limited-frequency integrator when a first condition occurs. The first condition is one of a straight-driving condition, a speed condition, and a sensor bias condition. The estimated side-slip velocity is compared to a desired side-slip velocity to produce a side-slip control signal. The side-slip control signal is combined with a yaw rate control signal to produce an actuator control signal. The actuator control signal is received by one of at least one brake actuator and a rear-wheel steering actuator to create a yaw moment to correct a dynamic behavior of the vehicle.

Abstract: A side-slip velocity estimation module for a vehicle stability enhancement control system includes a side-slip acceleration estimation module that determines an estimated side-slip acceleration of a vehicle. A limited-frequency integrator integrates the estimated side-slip acceleration to determine an estimated side-slip velocity of the vehicle. The limited-frequency integrator includes a feedback loop which incorporates a cutoff frequency for the integrator.

Abstract: Given a method for controlling the trailing throttle of automotive drives, in which, assuming an automatic transmission whose control is equipped with various shift programs, the specific shift program being selected automatically as a function of the actuation of the accelerator and the transmission being in operative connection with a selector lever to be operated by the driver, for the selection of factors influencing the drag torque of the automotive drive and therefore for the drivetrain control or transmission-shift control, a specific range of a drag torque is assigned an operating mode, in which, after the system start-up and the setting of the selector lever in the permanent position for forward gear D, steps for controlling the drivetrain or the transmission are carried out individually or in combination, in each case according to the drag torque demanded, but also according to the coasting operation.

Abstract: A method and a device for controlling the drive unit of a vehicle. In this context, at least one correction variable of the drive unit is set as a function of a setpoint value for an output variable of the drive unit, and as a function of a setpoint correction time, which represents the time in which the setpoint value for the output variable must be attained.

Abstract: An exemplary power management system may include a power source and a transmission. The transmission may include a drive member and at least two shift ranges. The drive member may be driveably engaged with the power source. The power management system may also include a control system in communication with the power source and the transmission. The control system may be operative to cause a shift transition between the at least two shift ranges in response to a shift command. The control system may also be operative, during at least a portion of the shift transition, to modify at least one of a speed of the drive member and a speed of the power source based on at least one of a load condition of the power source, a speed of the power source, and the at least two shift ranges.

Abstract: In a vehicle in which a moderate throttle opening degree control of maintaining a degree of throttle opening that is less than a degree of throttle opening that corresponds to an accelerator operation is performed for a predetermined period following a beginning of the accelerator operation, if it is determined that a clutch-to-clutch downshift judgment has been made, the reduction of the engaging pressure of a disengage-side friction engagement device is restrained until it is determined that the moderate throttle opening degree control has ended. Therefore, even if the turbine torque is returned to a normal value at the end of the moderate throttle opening degree control, insufficient engaging torque is avoided, and the takeover of engaging torque for the clutch-to-clutch downshift is smoothly performed while the turbine torque is stable. Hence, occurrence of a shock related to the end of the moderate throttle opening degree control is suitably prevented.

Abstract: An apparatus for controlling an automotive vehicle having a drive power source, a transmission having a plurality of operating positions that are selectively established, and a manually operable vehicle accelerating member, the apparatus including a target-drive-force setting portion operable to determine a target vehicle drive force on the basis of an operating amount of the accelerating member and a presently selected one of the positions of the transmission, such that the determined target vehicle drive force permits a smooth change of an actual vehicle drive force with a change of the operating amount of the vehicle accelerating member, irrespective of a shifting action of the transmission, a first controlling portion having a relatively high operating response and operable to effect a transient control of a torque of the drive power source so that the actual vehicle drive force coincides with the target vehicle drive force after the shifting action of the transmission, and a second controlling portion ha

Abstract: A control system for a hybrid drive unit, in which an assist prime mover is connected through a transmission mechanism to an output member, to which a torque outputted by a main prime mover is transmitted, comprises gear shift controller for switching a shift control condition of said transmission in accordance with the action state of said main prime mover. A gear shift is inhibited in case a vehicle is run by an assist prime mover, and the gear shift is inhibited also in case the assist prime mover outputs a torque in connection with starting the main prime mover. A transmission is operated into a state just before starting the shifting operation in case the gear shift is inhibited in connection with starting the main prime mover.

Abstract: A control system for a hybrid drive unit wherein an assist prime mover is connected through a transmission mechanism to an output member to which a torque outputted by a main prime mover is transmitted, a torque of said assist prime mover is limited within a preset range. Specifically, said torque is limited to an upper limit side in case the speed of said assist prime mover exceeds the preset value, and a lower limit value of the torque of the assist prime mover is set in case the output torque of said assist prime mover acts as a driving torque.

Abstract: In a method of controlling a diesel engine that performs an injected fuel quantity reduction process for preventing black smoke based on an engine speed, and performs an injected fuel quantity reduction process for preventing shift shock during shifting of an automatic transmission, the injected fuel quantity reduction process for preventing black smoke is inhibited or the amount of reduction of the injected fuel quantity for preventing black smoke is reduced during shifting of the automatic transmission or during execution of the injected fuel quantity reduction process for preventing shift shock.

Abstract: A method for controlling a powertrain in a motor vehicle having a first torque source and a second torque source each providing a torque output to a transmission includes determining a vehicle speed and a current gear selection of the motor vehicle. A threshold value is calculated from the vehicle speed and the current gear selection. An accelerator position of the motor vehicle is then determined. An accelerator position rate of change is calculated from the accelerator position. The accelerator position rate of change is compared to the threshold value. The torque output from the first torque source is increased if the accelerator position rate of change is less than the threshold value. However, the transmission is downshifted if the accelerator position rate of change is greater than the threshold value.

Abstract: At the time of shifting from one gear train among a plurality of gear trains to another gear train, a transmission for controlling a transfer torque variable mechanism and supplementing torque during shifting, during a period of transferring at least a part of torque of an engine by the transfer torque variable means, controls so as to generate engine torque larger than engine torque before the period at least once and carries out shifting.

Abstract: Methods and apparatus are provided for ensuring that a throttle increase accompanying a change in the number of active cylinders of an internal combustion engine will not occur too long with more than a selected fraction of all the cylinders activated, so as to not startle a driver. The apparatus comprises an electronic controller that generates the throttle increase if less than all the cylinders are requested to be activated. A determination is made as to whether the number of cylinders being fueled is equal to or less than the selected fraction. A timer is started if the number of cylinders being fueled is greater than the selected fraction. The throttle increase is turned off if the amount of time measured by the timer exceeds a threshold before the number of cylinders being fueled becomes either less than or equal to the selected fraction.

Abstract: Methods and apparatus are provided for ensuring that a throttle increase accompanying a change in the number of active cylinders of an internal combustion engine will not occur too long with more than a selected fraction of all the cylinders activated, so as to not startle a driver. The apparatus comprises an electronic controller that generates the throttle increase if less than all the cylinders are requested to be activated. A determination is made as to whether the number of cylinders being fueled is equal to or less than the selected fraction. A timer is started if the number of cylinders being fueled is greater than the selected fraction. The throttle increase is turned off if the amount of time measured by the timer exceeds a threshold before the number of cylinders being fueled becomes either less than or equal to the selected fraction.

Abstract: A regeneration device for the diesel particulate filter (11) which traps particulates in exhaust gas discharged from a vehicle diesel engine (20) has a condition detecting sensor (12) which detects a condition of the diesel particulate filter, a vehicle speed sensor (27) which detects a vehicle speed, and a controller (40) which stores a map defining a predetermined running region of a diesel engine (20) in which regeneration of the filter (11) is possible. The controller (40) is programmed to modify the diesel engine running point to a running point which maintains the vehicle speed and lies within the predetermined running region.

Abstract: The state discrimination means 301 detects or infers the state of each frictional surface of the synchronizeres 51, 52, - - - , and 56. The synchronizer selection means 302 selects a synchronizer for forming an intermediate transfer path according to a parameter indicating the state of the frictional surface detected or inferred by the state discrimination means 301. The engine torque control means 303 reduces the engine torque according to a parameter indicating the state detected or inferred by the state discrimination means 301.

Abstract: A vehicular power-transmission control system comprises a continuously variable transmission CVT, which transmits the output of an engine E to wheels, a starting clutch 5, which controls the transmission of power in the continuously variable transmission, an electrical motor generator M, which can assist the engine in rotational drive, and a hydraulic pump P, which is connected to the output shaft of the engine. When the vehicle, which has come into a halt with the engine consequently stopped in an idling elimination control, is to be restarted, the power-transmission control system controls the electrical motor generator to rotate the output shaft of the engine, to which fuel supply is not allowed, thereby to drive the pump. Thereafter, when the starting clutch receiving a hydraulic pressure from the hydraulic pump starts its engagement, the power-transmission control system starts the operation of the engine.

Abstract: A method for controlling an engine coupled to a transmission is described. The method is especially suited for a transmission having at least one gear in which an over-running clutch is present. The invention describes a method for adjusting an engine operating parameter to maintain transmission input speed at or below a synchronous transmission input speed when the transmission is in the gear with the over-running clutch. The synchronous transmission input speed is based on transmission state and transmission output speed. Alternatively, vehicle speed can be used in place of transmission output speed.

Abstract: An engine control system controls engine torque to transition through the transmission lash zone. The transmission lash zone is determined using speed ratio across the torque converter. When near the transmission lash zone, engine torque is adjusted at a predetermined rate until the system passes through the transmission lash zone. By limiting the change of torque in this way, driveability is improved and it is possible to quickly and reliably provide negative engine torque for braking.