Abstract: A speed ratio of a continuously variable transmission mechanism 20 is increased when a speed ratio of a subtransmission mechanism 30 connected in series to the continuously variable transmission mechanism 20 is switched from a first speed to a second speed. When an excess rotation speed Nb obtained by subtracting a target rotation speed from an engine rotation speed Ne exceeds a determination value Nr1 during this shifting process, a rapid rotation increase in an internal combustion engine 1 is prevented by reducing a shift speed of the continuously variable transmission mechanism 20 (S105A).

Abstract: In torque down control apparatus and method for an automotive vehicle, an upper limit value of a drive force of a prime mover is reduced to a predetermined value when a predetermined condition is established, the upper limit value of the drive force is increased at a predetermined speed to recover the upper limit value of the drive force from the predetermined value, the recovery is limited when an accelerator opening angle is smaller than a predetermined opening angle than a case where the accelerator opening angle is equal to or larger than the predetermined opening angle during the recovery of the upper limit value of the drive force, and the limitation is relieved when a vehicle speed is equal to or higher than a predetermined vehicle speed than a case where the vehicle speed is lower than the predetermined vehicle speed.

Abstract: A method of operating a vehicle drive train with a drive machine and a transmission device during a coasting upshift, during which at least one interlocking shift element that is engaged in the force flow of the transmission device, to produce the gear ratio to be disengaged, is disengaged from the force flow, and a frictional shift element that has to be engaged, in the force flow of the transmission device to obtain the gear ratio to be engaged, is engaged in the force flow. When a shift command is given for a gear ratio change, torque applied at the interlocking shift element to be disengaged is reduced to at least approximately zero, by a defined engine intervention, and the interlocking shift element is then disengaged from the force flow of the transmission device.

Abstract: A method for operating a multi-step automatic transmission arranged in a drive train of a vehicle with a combustion engine. When downshifting from the third gear ratio to a second gear ratio, higher inertia must be shifted than when shifting from the third gear ratio to the first gear ratio. Upon a demand for a coasting downshift from the third gear ratio to the second gear ratio or to the first gear ratio with no performance demand on the combustion engine, the coasting downshift to the second gear ratio is not executed and the first gear ratio is engaged when the requirements for downshifting to the first gear ratio are met.

Abstract: A method of regenerating a diesel particulate filter (DPF) may include operating a vehicle including a diesel engine at an idle condition and applying a load to the diesel engine during the idle condition to increase an exhaust temperature of the diesel engine relative to a nominal idle condition. The increased exhaust temperature may regenerate a diesel particulate filter of the diesel engine during the idle condition.

Abstract: A vehicle driveline and a method for synchronizing a flywheel and the vehicle driveline are provided. The vehicle driveline includes a power source, a primary clutch drivingly engaged with the power source, a primary transmission drivingly engaged with the primary clutch, a secondary transmission drivingly engaged with one of a portion of the primary clutch and an input of the primary transmission, a controller in communication with the secondary transmission, and a flywheel drivingly engaged with the secondary transmission. The vehicle driveline facilitates a transfer of energy to and from the flywheel based on at least one of a state of charge of the flywheel, a power requirement of the vehicle driveline, and a state of operation of the power source.

Abstract: A control system may include a polarity determination module, a torque variation module, and a torque sensor diagnostic module. The polarity determination module determines a first polarity of a torque signal that indicates a transmission torque. The torque sensor diagnostic module diagnoses an error of a torque sensor when an detected polarity of the torque signal is opposite from the first polarity. A control system may include a torque variation module and a torque sensor diagnostic module. The torque variation module determines a maximum torque variation during a predetermined diagnostic period based on the torque signal. The torque sensor diagnostic module diagnoses an error of a torque sensor when the maximum torque variation is outside of a torque variation range. The torque variation range is defined by a minimum torque variation threshold and a maximum torque variation threshold.

Abstract: A transmission and a method for loading an engine in a vehicle. The transmission includes a gear set, an input shaft coupled to the gear set, and a plurality of friction elements coupled to the gear set. The transmission also includes a control system to direct a subset of the plurality of friction elements to engage the gear set to stall the input shaft thereby placing a load on the engine. The load causes additional heat that may be used to warm up the vehicle's passenger compartment and/or defrost the vehicle's windshield.

Abstract: A method for operating a vehicle drivetrain (1) having a drive motor (9), a transmission (10) and a drive output (2). When a gear ratio change is called for in the transmission (10), between an actually engaged gear and a target gear, one of a frictional or an interlock-type shift element is engaged in a flow of force in the vehicle drivetrain (1) and the other of an interlock-type or a frictional shift element is disengaged from the flow of force in the vehicle drivetrain (1). An actual speed that is at least equivalent to a transmission input speed is monitored and an actuation pressure of the frictional shift element involved in the shift operation and/or a torque of the drive motor (9) is/are varied to change the actual speed to a nominal speed.

Abstract: Damping control, by which an engine is controlled to output torque for reducing up-and-down vibrations such as pitching and bouncing of a vehicle, is performed. When the damping control is interrupted, the behavior of engine torque after the damping control is interrupted is predicted. Shift of an automatic transmission is controlled in accordance with the predicted behavior of the engine torque.

Abstract: When a vehicle is started on an uphill road, slip may easily occur between vehicle wheels and a sloping road surface. When vehicle condition is changed from its stopping condition to its traveling condition on the uphill road, vehicle acceleration is controlled in a feed-back operation in such a manner that a target acceleration is made smaller as road gradient becomes larger or coefficient of friction becomes smaller.

Abstract: A control system for use with an engine and a transmission in a vehicle is provided that includes at least one controller having a processor with at least one stored algorithm that determines different crankshaft torque capacities associated with different respective torque actuators including a relatively slow torque actuator, such as an airflow actuator, and at least one relatively fast torque actuator, such as a spark actuator or a fuel actuator. The algorithm determines a torque actuation range over which to modify engine torque during an oncoming shift of the transmission. The torque actuation range may be based at least partially on a target gear of the upshift, desired shift duration, and a vehicle operating condition indicative of an operator intent regarding shift duration. Requests for torque modification by use of the torque actuators are then made to provide the torque actuation range.

Abstract: A method of controlling engine crankshaft torque on a vehicle requests crankshaft torque modification using multiple types of torque actuators prior to and during a single commanded shift, such as an upshift. Appropriate levels of torque modification for the request, as well as appropriate times to make determinations regarding actuator type and make crankshaft torque reduction requests are determined in light of timing of key events during the shift.

Abstract: A method is provided for recognizing the fatigue of a driver of a vehicle. In the method a torque variable representing the torque applied to the steering wheel by the driver is detected, and the presence of fatigue of the driver is detected on the basis of the torque variable.

Abstract: A control device of a vehicle drive-train system including an engine, an electronic throttle valve, an automatic transmission having a manual shift mode, a torque converter provided between the automatic transmission and the engine, and a lock-up clutch operable to directly connect an input member and an output member of the torque converter with each other includes a blipping control device that performs blipping control for temporarily increasing the output rotational speed of the engine by of the electronic throttle valve, when a power-off downshift is performed while the automatic transmission is in the manual shift mode; and a lock-up control device that engages or partially engages the lock-up clutch, based on a difference between a rotational speed of the output member of the torque converter and a rotational speed of the input member thereof, which the difference is reduced after the blipping control is started.

Abstract: A control apparatus for a power transmitting system of a hybrid vehicle including (a) a differential portion which has a differential mechanism operatively connected to an engine and a first electric operatively connected to the differential mechanism, and a differential state of which is controlled by controlling an operating state of the first electric motor, and (b) a differential-state switching device which is incorporated in the differential mechanism and which is operable according to a differential-state switching condition, to switch the differential mechanism between a differential state in which the differential mechanism is operable to perform a differential function and a non-differential state in which the differential mechanism is not operable to perform the differential function, the control apparatus including a differential-state-switching-condition changing portion operable to change a differential-state switching condition for switching the differential-state switching device to switch the

Abstract: A method is described for operating an engine of a vehicle, the engine having a combustion chamber. The method may include controlling a stability of the vehicle in response to a vehicle acceleration; and adjusting spark timing in the combustion chamber of the engine in response to a knock indication, and further adjusting spark timing in response to the vehicle acceleration to reduce surge.

Abstract: A control system for a powertrain includes an energy determination module and a speed control module. The energy determination module determines a rotational energy input to the powertrain during a first period of a negative lash event of the powertrain. The speed control module selectively limits an increase in a rotational speed of the engine to a first predetermined rate based on the rotational energy during a second period of the negative lash event following the first period. The rotational energy is based on an acceleration rate of the rotational speed, and the speed control module limits the increase when the acceleration rate is greater than a predetermined acceleration rate. The speed control module further selectively increases the rotational speed at a second predetermined rate during a third period beginning at an end of the second period. A related method is also provided.

Abstract: A method for controlling a transmission gear change to a desired gear includes disengaging an offgoing transmission control element, changing engine speed to a synchronous speed of the desired gear, decreasing engine output torque, and engaging an oncoming transmission control element.

Abstract: Systems and methods for controlling a throttle plate to adjust airflow to the engine are provided. A transmission having an input speed and an output speed and including a clutch and a driver-selectable transmission lever is controlled to adjust engine speed to a synchronous speed in a future gear ratio in response to driver foot pedal positions and driver-selectable transmission lever positions.

Abstract: The present invention provides a control device for a vehicular drive apparatus with a structure of enabling the suppression of gearshift shock occurring during concurrent shifting executed of a first shifting portion and a second shifting portion. When the concurrent shifting are executed around the same time in which a down shift in one of a differential portion (first shifting portion) and an automatic shifting portion (second shifting portion) and an upshift in the other of them are executed, a first electric motor is caused to control a rotation speed of a second rotary element (sun gear). Thus, a shifting progress state upon the concurrent shifting is controlled. This causes shifting directions i.e., variation of the engine rotation speed in shifting of a shifting mechanism to be set in a unidirectional, enabling the suppression of gearshift shock.

Abstract: A transmission shaft is disposed between a driving device and at least one driven device. At least one centrifugal device is disposed on the transmission shaft. The centrifugal device generates a centrifugal force and applies an inertia affect formed by the centrifugal force to the transmission shaft, so as to drive the transmission shaft to rotate. Energy generated by the driven device is greater than energy consumed when the driving device drives the driven device, thereby effectively reducing the consumption of earth resources and effectively solving a problem of earth environmental protection.

Abstract: At or before time t2 when a kick-down switch was off, the higher speed a shift ratio selected by a driver is for, the smaller value a restriction rate K is set to. Consequently, driving force in a Mid-gear ratio is more restricted than driving force in a Lo-gear ratio. Further, driving force in a Hi-gear ratio is more restricted than driving force in the Mid-gear ratio. At time t2 when the kick-down switch changes from off to on, the restriction on driving force employing a restriction rate K is removed, whereupon an increment ? in driving force in the Hi-gear ratio is, as it had a greater restricted amount during KD OFF, greater than an increment ? in driving force in the Mid-gear ratio. A natural kick-down feeling responsive to the selected shift ratio is thus realized.

Abstract: A method for determining an angle between a first shaft section and a second shaft section is provided. The 0° position of the first shaft section is determined by a first shaft signal, and the 0° position of the second shaft section is determined by a second shaft signal. The first shaft signal and the second shaft signal are subsequently each decomposed using Fourier analysis into frequency components of harmonic oscillations, wherein frequencies are calculated for the first shaft signal, and frequencies are calculated for the second shaft signal. The frequencies are each calculated as complex pointers from absolute value and phase of the order thereof wherein each pointer describes the angular velocity of the particular frequency. For each frequency, the particular angle of the complex number is then divided by the order, wherein standardized complex pointers are calculated. The standardized complex pointers are added complexly.

Abstract: An electric tool causes a drive mechanism to drive a tip tool to thereby cause the tip tool to perform predetermined work, and the drive mechanism is provided with a driving gear and a driven gear which meshes with the driving gear. The electric tool is configured in such a manner that an axial force or a radial force generated by the meshing between the driving gear and the driven gear is measured to detect the state of torque acting on the tip tool, and drive control of the drive mechanism is performed according to the detected state of torque.

Abstract: A device for controlling a power transmission device for a vehicle, which, at the time of gearshift, so controls the engine as to rotate at a target rotational speed, wherein at the time of shifting the gear up, a target value properly corresponding to an actual vehicle speed is set to quickly increase the engine output and to shorten the time for shifting the gear. In controlling the engine at the time of shifting the gear up, a target engine rotational speed is set based the signals from, wheel rotational speed detector means that detects the rotational speed of a wheel, such as an anti-lock control device. Thus, the target engine rotational speed is set depending properly upon an actual vehicle speed that varies accompanying an increase in the amount of engaging the clutch at the time of gearshift, and the gear at the time of accelerating the vehicle can be quickly shifted up without accompanied by the shift shock.

Abstract: A method of operating of a drivetrain, having at least a drive motor and an automatic transmission with at least five shift elements, to improve a shift speed such that during a first upshift or a first downshift, at least one required shift element is prepared such that, when a synchronization point is reached, the successive upshift or the successive downshift can be immediately carried out. The method comprises the steps of requiring, at most, two of the at least five shift elements be disengaged and a remainder of the shift elements be disengaged for each gear for transferring one of torque and force; and one of increasing and decreasing a torque of the drive motor, relative to a torque of the drive motor derived from a driver's wish, during one of the first upshift or downshift and the successive upshift or downshift to assist with an overlapped implementation of the successive upshifts or the successive downshifts.

Abstract: A control apparatus for a vehicular drive system including (a) an electrically controlled differential portion having a differential mechanism and operable to control a differential state between its input and output speeds by controlling an operating state of an electric motor connected to a rotary element of the differential mechanism, and (b) a transmission portion which constitutes a part of a power transmitting path between the electrically controlled differential portion and a drive wheel of a vehicle, the control apparatus including a non-iso-power shifting control portion configured to implement a non-iso-power shifting control of the vehicular drive system (differential portion) when a required special shifting action of the transmission portion not according to a shifting boundary line map should be restricted.

Abstract: A system and method for controlling a transmission system is provided. One agricultural vehicle includes a vehicle controller configured to instruct an engine controller to maintain an engine at a constant speed and to receive a first signal from a transmission controller indicative of gear shift initiation. The vehicle controller is also configured to instruct the engine controller to maintain the engine at a current torque upon receipt of the first signal and to receive a second signal from the transmission controller indicative of gear shift completion. The vehicle controller is configured to instruct the engine controller to maintain the engine at the constant speed upon receipt of the second signal.

Abstract: A parameter ?(OUT) having an accelerator pedal position, a vehicle speed and a drive force as components is set according to information representing a driver's operation and information representing running environment of a vehicle. A gear is set according to the parameter ?(OUT) and a map determining the gear based on the accelerator pedal position, the vehicle speed and the drive force. A gear shift line is defined such that a rate of increase of the drive force with respect to the vehicle speed is zero or more. A down-shift line is defined such that the drive force decreases with increase in accelerator pedal position. Down-shift after up-shift as well as the up-shift after the down-shift are inhibited when both a condition that an amount of change of the accelerator pedal position after last gear shift is larger than a threshold and a condition that an amount of change of the drive force after the last gear shift is larger than the threshold are satisfied.

Abstract: The invention is directed to the improvement of starting performance in an engine rotational speed region that exceeds an idle rotation region without affecting normal traveling performance. At the time when a vehicle starts moving, when in an electronic control unit, the rotational speed of an engine is in a predetermined range that exceeds an idle rotation region and the engine rotational speed decreases, the electronic control unit adds a corrected fuel injection amount corresponding to the rate of decrease to a target fuel injection amount to create a new target fuel injection amount. When the rotational speed of the engine increases, the electronic control unit subtracts a corrected fuel injection amount corresponding to the rate of increase of the engine rotational speed from a target fuel injection amount to create a new target fuel injection amount. Control of the output of the engine is performed by the electronic control unit.

Abstract: A belt continuously-variable transmission control apparatus includes: a belt continuously-variable transmission including; a primary pulley arranged to receive a torque from a driving source; a secondary pulley arranged to output the torque to driving wheels; a belt wound around the primary pulley and the secondary pulley; a hydraulic pressure control section configured to control a hydraulic pressure of one of the primary pulley and the secondary pulley which is a capacity side, and thereby to bring the belt, the primary pulley and the secondary pulley to a slip state; and a torque control section configured to control the torque of the driving source, and thereby to bring the slip state to a predetermined slip state.

Abstract: A method for operating a drive train in a motor vehicle with a dual mass flywheel driven by an internal combustion engine via a crankshaft and at least a transmission input shaft of a transmission that can be coupled with an output part of the dual mass flywheel. Between the input part and output part a hysteresis-laden damping device is effective, which influences engine torque output from the internal combustion engine and load torque transmitted to at least a transmission input shaft through the hysteresis characteristic. To eliminate the disturbances caused by the dual mass flywheel a state model constantly determines rotation speeds of the input part and of the output part and depending on a differential angle determined from the rotation speeds and from the characteristic numbers of the damping device, a characteristic disturbance torque for influencing at least the load torque is determined in real time.

Abstract: A control system for an automatic transmission includes a downshift control section configured to increase an engaging capacity of an engaging-side engaging element to engage the engaging-side engaging element and decrease a first engaging capacity of a disengaging-side engaging element to disengage the disengaging-side engaging element when a parameter representing a progressing condition of the downshift reaches a value, thereby carrying out the downshift in a power-on condition. Additionally, the downshift control section is configured to decrease the engaging capacity of the disengaging-side engaging element to a second engaging capacity smaller than the first engaging capacity to continue the downshift which is currently progressing and to cause the engine control section to continue controlling the engine speed when a power-off condition is detected upon an accelerator pedal being returned to a position representing an operating amount during the downshift.

Abstract: A variable speed drivetrain for an electronic throttle body is disclosed. The system includes a gear arrangement for the drivetrain of the electronic throttle body that includes a driving gear, a set of driven gears and a set of intermediate gears. The system also includes a clutch that is configured to selectively engage with one of the driven gears according to the selected mode of operation.

Abstract: A machine includes a drive train with an electronically controlled transmission in communication with an electronic engine controller. The machine ground speed is limited by executing a vehicle speed limit algorithm in the electronic transmission controller. This algorithm generates an engine control message that is communicated to the electronic engine controller. The power output of the engine is reduced responsive to the engine control message. The machine responds by not exceeding a prescribed speed limit programmed into the electronic transmission controller. This vehicle speed limiting strategy is particularly applicable to machines without a vehicle speed limiting algorithm resident in the electronic engine controller.

Abstract: An improved downshift control for an automatic transmission optimized for sequential shifting achieves a non-sequential fifth gear to third gear downshift by reducing the main pressure of the transmission hydraulic control system, allowing a offgoing clutch to slip, disengaging the offgoing clutch, using torque reduction to control engine speed, engaging the oncoming clutch, increasing the main pressure of the transmission hydraulic control system and using torque reduction to synchronize the transmission input speed with the third gear transmission output speed.

Abstract: In an idling-stop cancellation control apparatus of a vehicle driving system of an idling-stop control device equipped automotive vehicle capable of running by a power produced by an engine and transmitted via a transmission whose shift is controlled by a hydraulic pressure produced by an engine-driven oil pump during operation of the engine, a controller is configured to execute, based on engine speed, idling-stop cancellation control by which the vehicle driving system is put into an output torque state suited for vehicle-driving operation, when a hydraulic pressure sensor system provided for detecting a hydraulic pressure used for shift control of the transmission is failed. The controller is further configured to execute, based on the hydraulic pressure, idling-stop cancellation control by which the vehicle driving system is put into an output torque state suited for vehicle-driving operation, when the hydraulic pressure sensor system is unfailed.

Abstract: A driver operates a shift pedal to perform shift change of a transmission via a shift mechanism provided in a vehicle. An operation of the shift pedal is detected by a load sensor. When a sliding gear and a fixed gear of the transmission continue to be separated from each other for a predetermined period of time or longer after a shifting operation by the driver is detected by a load sensor, the rotational speed of the engine is maintained within a target range by an ECU.

Abstract: A vehicle automatic transmission includes a plurality of gears provided on an input shaft, a countershaft, and an output shaft and are meshed with one another. A plurality of hydraulic clutches are each configured to couple any of the gears to the input shaft, the countershaft, or the output shaft to establish a predetermined shift stage. An engagement unit is configured to couple a reverse gear to the input shaft or the countershaft to establish a reverse shift stage. A shift-position detection unit is configured to detect a shift position. A vehicle-speed detection unit is configured to detect a vehicle speed. A control unit is configured to detect, based on an output of the shift-position detection unit, a first time and a second time. The control unit is configured to delay a timing when the engagement unit operates after the shift position changes to an R-position.

Abstract: A vehicle drive unit control system. The vehicle includes a prime mover arranged on a power transmission route from a continuously variable transmission to a wheel, a clutch mechanism arranged on a first route from the prime mover to the wheel, and a shift range or shift position can be shifted selectively between a drive range or drive position where a power can be transmitted through the first route and a non-drive range or non-drive position where a power cannot be transmitted through the first route. The control system includes a vehicle speed control demand judging mechanism judging a vehicle speed control demand in case of shifting the shift range or shift position from the non-drive range or non-drive position to the drive range or drive position; and a prime mover controller controlling torque of the prime mover based on the judged vehicle speed control demand.

Abstract: Methods and systems are provided for controlling an engine system with a variable cam timing device. In one example, the variable cam timing device is operated to adjust engine valve timing differently at engine stop based on whether the engine stop is in response to an operator request or in response to an automatic controller initiated engine stop without an operator request.

Abstract: A method and device for actuating a shifting arrangement with electric actuators of a transmission control of a motor vehicle. The method includes determining a total current of the shifting arrangement available at a point in time, detecting shift requests of shift elements and compared these with the total available current. Shift requests are then tested according to preset priorities and the sequentially performed according to the priority test. The method avoids exceeding a preset allowed current load, when the requested shifts would exceed the total available current. If the total available current would not be exceeded by the requested shifts, the requests are carried out. A device is also provided in the shifting arrangement which has control and detection mechanisms that monitor current and control the current flow.

Abstract: An automatic transmission control device for improving shift feel includes a pressure regulating device that regulates a friction engagement element, and transmits power to an output shaft, which is input to an input shaft through a change of a shift speed by controlling the pressure regulating device to switch an engagement state. When changing shift speed while applying torque to the input shaft, the transmission changes the shift speed via (1) a torque phase where torque is changed according to shift speed after shifting, and (2) an inertia phase where an input shaft rotation speed is changed according to the shift speed after shifting.

Abstract: A method is described for operating an engine of a vehicle, the engine having a combustion chamber. The method may include controlling a stability of the vehicle in response to a vehicle acceleration; and adjusting spark timing in the combustion chamber of the engine in response to a knock indication, and further adjusting spark timing in response to the vehicle acceleration to reduce surge.

Abstract: A kinetic hybrid device and method for a vehicle may include a planetary gear system configured as a continuously variable transmission comprised of three or four ports. The kinetic hybrid device and method may include a flywheel connected to a first port of the system, a final drive connected to a second port of the system, and the variator for the flywheel connected to a third or fourth port of the system. The prime mover and/or other power sources may share a port with the flywheel, but do not share a port with the final drive.

Abstract: A vehicle control system includes a prime mover, a power transmission apparatus disposed between the prime mover and at least one wheel, an engaging element configured to selectively engage and disengage the prime mover from the at least one wheel, and a torque limiter configured to restrict an output torque of the prime mover to a selected percentage when in transition between an unloaded state and a loaded state, wherein the torque limiter is configured to restrict the output torque of the prime mover while the engaging element is disengaged between the prime mover and the power transmission apparatus.

Abstract: A motor vehicle comprising: a power source capable of driving the motor vehicle, a gearbox coupled to the power source; and a gear shift commander having a normal state, a prepare state and a shift state; wherein the vehicle is configured to, in response to the gear shift commander entering the prepare state, cause the gearbox and/or the power source to undergo a preparatory adjustment in preparation for an up or down shift; and the vehicle is configured to make an up or down shift in response to the gear shift commander entering the shift state.

Abstract: In an automatic transmission of this invention, a determination as to whether or not a failure has occurred in a friction element is made repeatedly while a vehicle is traveling, and control to specify the failed friction element is begun when a vehicle speed falls to or below a predetermined value for the first time following detection of the failure in the friction element (S1, S3). When the failed friction element has been specified (S4, S13, S15, S24, S26, S35, S37), usable gear positions are determined on the basis of the specified friction element, whereupon shift control is performed using only the usable gear positions (S5, S14, S16, S25, S27, S36, S38, S39).

Abstract: An automatic transmission includes gears, torque-transmitting mechanisms, interconnecting members, an input member and an output member. A method of controlling the automatic transmission includes data acquisition from the output shaft torque sensor, commanding a hydraulic fluid pressure pulse time and a pressure pulse value to engage a first torque-transmitting mechanism, calculating a rate-of-change of a first data output from the output shaft torque sensor, calculating a rate-of-change of a second data output from the output shaft torque sensor, comparing the results of the rate-of-change calculations and adjusting the hydraulic fluid pressure pulse time and a pressure pulse value if the rate of change of the second data output is not equal to the rate-of-change of the first data output.