Abstract: A throttle control method includes generating a throttle request based on a drag torque request and setting a throttle command equal to the throttle request when the throttle request is less than a throttle idle maximum. A throttle maximum increase is determined when the throttle request is greater than the throttle idle maximum and the throttle command is determined based on the throttle maximum increase. The throttle is controlled based on the throttle command.

Abstract: A method for controlling a rate of change of speed ratios in a continuously variable transmission (CVT) includes sensing a vehicle speed, sensing an engine speed, and sensing a change in a position of an accelerator pedal. The method includes determining a desired engine speed based on the change in the position of the accelerator pedal, the vehicle speed, and the engine speed. The method includes increasing a target engine speed at a first rate to a predetermined value, wherein the target engine speed corresponds to a speed ratio. The method includes measuring a difference between the target engine speed that is held at the predetermined value and an actual engine speed, and increasing the target engine speed to the desired engine speed at a second rate when the difference substantially equals a predetermined threshold, wherein the second rate is less than the first rate.

Abstract: A starting system is operable to quickly start an engine of an all-terrain vehicle, even when a transmission gear is at a forward gear position. A CPU detects the gear position of the transmission based on a gear position control signal generated by a shift switch and a diode box. When the transmission gear is neutral or a forward gear position, the CPU enables the engine to start, according to a start command operation performed by the operator, with a crankshaft and the transmission disengaged from one another by a centrifugal clutch. When the transmission gear is in reverse, the engine is prevented from starting.

Abstract: When a n speed prohibition command is being output from the AI shift controlling means, the AI shift control is performed even in the S mode if the vehicle speed V is lower than the reference vehicle speed Vn, whereby busy shifting can be effectively prevented when the vehicle is running on an uphill road or cornering. When the vehicle speed V is equal to or higher than the reference vehicle speed Vn, the AI shift control is cancelled, thus minimizing the possibility of a large engine brake force being applied to the vehicle despite the intention of the driver.

Abstract: In a motor vehicle having a planetary gear mechanism linked to an engine, a first motor, and a drive shaft and having a second motor attached to the drive shaft via a transmission, in a Lo gear position of the transmission, the control procedure of the invention drives the engine intermittently corresponding to a preset engine power demand Pe* (steps S170 and S230). In a Hi gear position of the transmission, the control procedure keeps the engine in load operation (step S330). When a relatively large driving force is required in the Hi gear position of the transmission, the drive control of the invention enables quicker output of the required driving force to the drive shaft, compared with the output of the driving force from the operation stop state of the engine.

Abstract: A method implements a starting process for an internal combustion engine which has a drive unit and a transmission with at least two transmission input shafts and a multiple clutch device, in particular a double clutch device. During the starting process, the first gear is engaged in a first clutch of the multiple clutch device and is activated, while the second gear speed is engaged in a second clutch of the multiple clutch device but not activated. During the starting process, a current velocity is compared with a predefinable reference velocity, and when the reference velocity is reached a control unit causes the first clutch to be opened and thus causes the first gear to be deactivated while, in parallel with this, the second clutch is closed and the second gear is thus activated.

Abstract: An engine fuel supply control device is configured to stop supplying fuel to an engine when specific fuel cut-off condition has been met. The timing of the fuel cut-off is delayed depending on an operating state of the vehicle. Preferably, the engine fuel supply control device has an operating state detection section that detects an operating condition (e.g., a clutch position or a shifting operation), and a fuel supply stoppage section that stops supplying fuel to the engine when a specific delay time has elapsed since the specific fuel cut-off condition was met. Preferably, the fuel supply stoppage section selectively sets the specific delay time to a different delay time depending upon the detected operating condition detection, e.g., a first delay time is set if either the clutch is detected as disengaged or a shifting operation is detected as being in progress, otherwise a different delay time is set.

Abstract: An engine torque control device is configured to provide increase engine output torque during shifting, with excessive engine output torque being prevented while shift shock is reduced. The engine torque control device has an automatic transmission control section that controls an automatic transmission and an engine output torque control section that performs a torque increasing control of an engine output torque to increase the engine output torque during a downshifting so that an actual engine speed will substantially approach a target speed. The allowable time for torque increasing control is set according to the amount of torque increase. If the increase in engine output torque is below a specified value at the point when the allowable time has elapsed, the torque increasing control is continued, but if the torque increase is at or above the specified value when the allowable time has elapsed, the torque increasing control is forcibly halted.

Abstract: A throttle control system is presented. A throttle has a throttle actuator coupled to a throttle plate. A control module is coupled to the throttle actuator. The control module sends a first signal within a gear change time period to the throttle actuator to position the throttle plate for an increased throttle opening. The control module terminates the first signal after the gear change time period. The control module sends a second signal to the throttle actuator to position the throttle plate. The control module positions the throttle plate by the throttle actuator to attain a lower throttle opening limit. A downshift from a higher gear to a lower gear occurs.

Abstract: Method and device for providing, in an engine-driven goods vehicle, at least two driving wheels (9, 10, 51, 52) and at least one differential (5, 6, 45, 46, 47) arranged between the driving wheels (9, 10, 51, 52). The device includes an engine control unit (3), at least one differential lock (7, 8, 48, 49, 50) for locking or braking the differential (5, 6, 45, 46, 47), the differential lock (7, 8, 48, 49, 50) being arranged between the driving wheels (9, 10, 51, 52). An operating element (4, 44) for activating each of the differential locks (7, 8, 48, 49, 50). The engine control unit (3) being configured to read-off the position of the operating element (4, 44) and to limit positive or negative output torques of the engine (1) when activating at least one of the differential locks (7, 8, 48, 49, 50) and as a function of the transmission ratio prevailing in the transmission (2, 42).

Abstract: A simulator comprising computer-aided design programs for simulating a shift control algorithm stored in an ECU of an automatic transmission having hydraulic clutches. In the simulator, a simplified hydraulic model describes the entire system so as to design a third model based on which simulation is conducted. With this, by using such a simplified model, it becomes possible to decrease simulation time to 4 sec., enabling to simulation in a time close to an actual shift of approximately 1.5 sec. Moreover, the durability of transmission is tested by repeating the simulation. When the occurrence of undesirable shift phenomenon is forecast in the simulation, the shift control algorithm is corrected until the phenomenon disappears in the next simulation. With this, the manufacturing of a test transmission and a preliminary test are no longer needed, thereby further improving the efficiency and costs of transmission development.

Abstract: An idle rotation speed Nidl of an engine is set to increase with an increase in actual vehicle speed V and with an increase in measured temperature Tb of a battery (step S160). The drive control of the invention controls the engine and two motors to idle the engine at the preset idle rotation speed Nidl and to ensure output of a required power corresponding to a torque demand Tr* to a drive shaft within a range between an input limit Win and an output limit Wout of the battery (steps S190 to S230). Such control enables the engine to have a high following capability and promptly change its output power level in response to a change in power demand P*, which is accompanied by an abrupt variation in torque demand Tr*. The technique of the invention thus desirably reduces the required level of charging or discharging of the battery, which is triggered by a response delay of the engine.

Abstract: A control system and method for communicating with a transmission includes a transmission input speed sensor that generates an input speed signal. A transmission output speed sensor generates an output speed signal. A power supply supplies a total current to the transmission input and output speed sensors via a first conductor. A sensor senses the total current supplied to the transmission input and output speed sensors on the first conductor. A calculating module calculates a transmission input speed and a transmission output speed based on the total current.

Abstract: A method and apparatus to control acceleration of a vehicle equipped with an electrically variable transmission and including a regenerative braking system, each are operably connected to a vehicle driveline. The method and apparatus include determining which one of a preselected shift selector position for the transmission is commanded, and determining operator demand for acceleration, using inputs from throttle pedal and brake pedal. Vehicle acceleration is measured, and magnitude of commanded torque transferred from the electrically variable transmission and the regenerative braking system to the vehicle driveline is controlled based upon the commanded preselected shift selector position, the operator demand for acceleration, and the measured vehicle acceleration.

Abstract: A torque prediction module for an automatic transmission system includes a throttle-based torque prediction module. The throttle-based torque prediction module determines a first predicted torque of an engine in a vehicle that is based on a position of a throttle, an ambient air pressure, an intake temperature, and an engine speed. A torque offset module determines a torque offset that is based on the first predicted torque and a second predicted torque of the engine that is based on a mass airflow in an intake manifold of the engine. A blended torque module determines a third predicted torque of the engine that is based on the torque offset and the second predicted torque. A line pressure control module adjusts a line pressure of the automatic transmission based on the third predicted torque. An ECCC control module adjusts an amount of slip in an ECCC based on the third predicted torque.

Abstract: The invention relates to torque sensors or more particularly to automotive torque sensors which measure the torque transmitted at one or more positions within an automotive power train. The invention provides a method for zeroing an automotive power train torque sensor while a vehicle is moving during the zero torque condition.

Abstract: A vehicle control system which is capable of performing a quick decelerating operation in all vehicle speed regions and setting a direct region where power from an engine is transmitted through a mechanical transmission unit only in a hydro-mechanical transmission. The vehicle control system includes an engine and a hydro-mechanical transmission and is designed to set a tractive force-vehicle speed characteristic corresponding to the direct region where power transmission from the input shaft to the intermediate output shaft of the hydro-mechanical transmission is done by the mechanical transmission unit alone in a specified engine speed region. An engine control system controls the engine and a decelerator outputs a deceleration command according to an operating amount thereof. The engine control system controls the engine to reduce engine output torque corresponding to a specified engine speed region in response to the deceleration command.

Abstract: In control apparatus and method for an automotive vehicle, the vehicle having a continuously variable transmission associated with a vehicular engine and including a belt that transmits a revolution of a primary pulley to a secondary pulley that is enabled to make a gear shift by modifying a pulley ratio between the primary and secondary pulleys with a hydraulic, a determination is made as to whether a belt slip between at least one of the primary and the secondary pulleys occurs and an output section outputs a signal to command an engine control unit to increase an engine speed by a predetermined engine speed when the belt slip is determined to occur.

Abstract: The aim of the invention is to regulate the braking torque in a drive train comprising an internal combustion engine (2) and a gearbox unit (3) which can be coupled to the same, using a regulatable clutch (5). To this end, the power introduced by the wheels into the drive train of the vehicle is transmitted via the regulatable clutch (5), in the overrun condition. The torque which can be transferred via the regulatable hydrodynamic clutch is controlled or regulated in such a way that the drive motor connected to the gearbox unit is operated at a rotational speed nm-soil which is equal to or larger than the idling rotational speed nLeerlauf.

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: A control system for a vehicle includes an engine switch control unit for switching the operating condition of the engine between the all-cylinder operating condition and the partial-cylinder operating condition, a failure determining unit for determining the failure of the lockup clutch control device, and a coupling capacity change inhibiting unit for inhibiting a change in coupling capacity of the lockup clutch accompanied by the switch control of the operating condition of the engine by the engine switch control unit during the failure determination by the failure determining unit.

Abstract: A transmission controller commands a demand torque of an engine to an engine controller according to an actual secondary pulley pressure that is detected by a secondary pulley pressure sensor when a vehicle speed is 0 km/h and a state wherein gear ratio is equal to or higher than a predetermined gear ratio is continued for a first predetermined time or more. Thereby, since an input torque corresponding to a secondary pulley pressure which is actually generated is inputted to a primary pulley even when a failure occurs in the secondary pulley rotation sensor, engine performance of a vehicle can be ensured.

Abstract: A control system for an internal combustion engine having a plurality of cylinders and a switching mechanism for switching between an all-cylinder operation in which all of the plurality of cylinders are operated and a partial-cylinder operation in which at least one of the plurality of cylinders is halted. A condition for performing the partial-cylinder operation is determined, based on the detected operating parameters of the vehicle driven by the engine. A result of the determination is modified so that the partial-cylinder operation may be continued, when the detected operating parameters satisfy a predetermined continuation condition within a predetermined time period from the time a vehicle operating state where the condition for performing the partial-cylinder operation is satisfied, has changed to another vehicle operating state where the condition for performing the partial-cylinder operation is not satisfied.

Abstract: A predictive load management system is provided. A power source is operable to generate a power output and has a desired operating range. A transmission has a drive member operably engaged with the power source and a driven member. A control system is operable to receive at least one input indicative of a load on the transmission and to identify a desired load of the transmission based on the at least one input. The control system is also operable to receive at least one input indicative of current power output of the power source. The control system limits the desired transmission load applied to the driven member of the transmission based on the current power output of the power source to thereby prevent the power source from operating outside of the desired operating range.

Abstract: A fuel cut control system for an internal combustion engine is arranged to generate a fuel cut command when a predetermined engine operating condition is satisfied, to start a fuel cut of stopping a fuel supply to engine when a delay time elapses from a moment at which the fuel cut command is generated, and to shorten the delay time when the fuel cut command is generated during a downshift of a transmission drivingly connected with the engine.

Abstract: A method is directed to the control of the speed of a vehicle wherein the actual speed is caused to track the desired speed. For reducing the actual speed, a transmission (1) of the vehicle (5) is driven to downshift and thereby the brake system is protected with respect to wear and overheating.

Abstract: An apparatus for controlling an automotive vehicle including a target-drive-force setting portion operable to determine a target vehicle drive force, 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, and a second controlling portion having lower operating response than the first controlling portion but is capable of continuously controlling the torque of the drive power source, the second controlling portion being operable to effect a continuous control of the torque of the drive power source following the transient control by the first controlling portion, so that the actual vehicle drive force coincides with said target vehicle drive force after the shifting action of the

Abstract: A gear ratio selection method for a transmission in a motor vehicle includes detecting a power request, detecting a vehicle speed of the motor vehicle, and providing an engine speed of the motor vehicle. A first desired engine speed is calculated from a first variogram using the power request and the vehicle speed. A second desired engine speed is calculated from a second variogram using the power request and the vehicle speed. A blend factor is determined from the power request, the vehicle speed, and the engine speed. Finally, a blended desired engine speed is calculated from the first desired engine speed, the second desired engine speed, and the blend factor. The blended desired engine speed is used to determine a gear ratio for the continuously variable transmission.

Abstract: A method for regulating and/or controlling an engine-transmission unit in a motor vehicle includes prioritizing torque demands to obtain an only torque value, storing the only torque value as a current successful situation and retaining the torque value for the previous successful situation, and processing the torque value of the current successful situation as well as the torque value of the previous successful situation to comparable torque values in each case required for the implementation of the demands.

Abstract: A system for controlling engine crankshaft deceleration in an internal combustion engine is operable to determine whether the engine is operating with low inertia, to monitor an operational status of an engine retarding device configured to produce an engine retarding torque for decreasing rotational speed of the engine crankshaft, and to limit the retarding torque produced by the engine retarding device if the engine retarding device is operational and if the engine is operating with low inertia.

Abstract: A method for modifying a defined adaptive driving strategy, which is stored in the control system for an automatic transmission of a motor vehicle, for adaptation to another type of driver with a different driving style, consists in that the parameters used for the driving strategy are modified by the other driver, the data for this being input to the transmission electronics via an input unit and an interface with the electronics.

Abstract: A method and an arrangement for controlling the drive unit of a vehicle are suggested which prevent a lost motion and a dead path in the interpretation of the position of the accelerator pedal for forming a desired acceleration. An acceleration command is derived from a position of an operator-controlled element (1), especially of an accelerator pedal, and a desired value for an output quantity of the drive unit is formed in dependence upon the acceleration command. A minimum value and/or a maximum value for the acceleration of the vehicle is determined in dependence upon an instantaneous running resistance. The minimum value and/or the maximum value are assigned to respective boundaries of an adjustment range for the position of the operator-controlled element (1).

Abstract: A method for controlling the shifting operation of an automated twin-clutch transmission includes executing a shifting operation between a load gear and a target gear assigned to a first transmission unit by using an intermediate gear assigned to a second transmission unit. The engine speed is adjusted to reach the synchronous speed of the target gear at the end of the shifting operation. At the start of the shifting operation an initial target speed gradient is set such that the engine speed reaches the synchronous speed at the end of the shifting operation based on an estimated total shifting time. The actual shifting progress is determined during the shifting operation and is compared with the estimated shifting progress. The target speed gradient is adjusted to the actual shifting progress in case the actual shifting progress and the estimated shifting progress deviate from one another.

Abstract: The invention relates to a method for calculating a modification to the predetermined amount of torque needed to provide an urge to move sensation for a vehicle, the modification to take account of the weight at which and gradient on which the vehicle is operating and then commanding the engine to generate said modified torque and to transmit the modified urge torque to a clutch device to provide the urge to move according to the current operating conditions.

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: In an automated multi-group transmission consisting of one front-mounted group, one main group and one range group and in which the front-mounted group transmission and the range group transmission comprise a first shifting position for a low-speed total transmission ratio, a second shifting position for a high-speed total transmission ratio and a third shifting position as neutral position for interrupting the torque transmission, in a gear-shifting method for gear change, the range group transmission and the front-mounted group transmission are simultaneously brought to their respective neutral shifting position, which makes it possible to shift a deceleration of the main transmission. With the start of the gear-shifting process in the neutral positions, there also begins the control of the engine rotational speed to the total ratio of the target gear.

Abstract: A simulator having a computer-aided design (CAD) programs for verifying algorithms of a shift controller of an automatic transmission. The simulator includes a simulator main unit (a computer) which stores the programs and inputs the algorithm, and pseudo-signal generator which generates pseudo signals including operation signals for the hydraulic actuators. The programs includes first calculating means for calculating outputs of first to third models describing behavior of the engine, the transmission and the vehicle body at a first calculation cycle based on the algorithm and the pseudo signals. A second calculating means inputs the calculated outputs of the first and second models and calculates an output of a fourth model describing non-linear behavior in the second model at a second calculation cycle, shorter than the first calculation cycle, and verifies the algorithm based on the outputs of the first models.

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: There is provided an engine torque control apparatus that is comprised of a torque-down amount calculating section to which the throttle valve opening and the engine speed are inputted and which calculates the torque-down amount based on the inputted values, an inertia correction amount calculating section that calculates the correction amount for inertia of each component part (inertia discharged torque), a friction correction amount calculating section that calculates the correction amount for friction generated by a belt CVT (friction discharged torque), a torque-down amount correcting section that corrects the torque-down amount based on the calculated correction amounts, and an engine torque control section that controls engine torque.

Abstract: System and method for controlling idle speed for a vehicle including an internal combustion engine coupled to an automatic transmission which has a torque converter. The system includes a sensor operative to detect a parameter based on a torque converter speed ratio and generate a signal indicative of the parameter detected, and a controller programmed to determine basic idle speed, determine a target idle speed by correcting the basic idle speed based on the signal when the automatic transmission is in a drive range in engine idling condition. The method includes determining basic idle speed when the automatic transmission is in a drive range in engine idling condition, detecting a parameter based on a torque converter speed ratio, and determining a target idle speed by correcting the basic idle speed based on the parameter.

Abstract: An automatic transmission ratio shift and shift feel control system and method for a powertrain having an engine, multiple-ratio gearing controlled by friction elements actuated by hydraulic pressure, an output shaft torque sensor producing a signal representing the magnitude of current output torque, an electronic controller for controlling the target output torque based on the current output torque, increasing the torque capacity of the oncoming friction element and decreasing the torque capacity of the offgoing friction element after a gear ratio change is initiated. During the inertia phase of the ratio change, the controller controls the engine speed to follow a predetermined rate of change of input speed. The strategy employs an electronic throttle and closed loop engine torque control and closed loop engine speed control at various phases of the gear shift, to improve shift feel.

Abstract: In a control apparatus for a vehicle, when a coast downshifting is performed in response to a downshifting command from a vehicle operator during braking operation under the fuel cut control, the braking force of the wheel brake is increased so as to increase the deceleration. This makes it possible to achieve a predetermined deceleration with a good response to the deceleration request of the vehicle operator represented by the downshifting command. The control apparatus is structured to decrease the braking force of the wheel brake such that the increase in the engine braking force is offset by the inertia caused by the rise in the engine speed resulting from downshifting upon the coast downshifting due to the vehicle speed increase. The control apparatus for the vehicle, thus, reduces the shock caused by the sharp increase in the engine braking force.

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: An engine control device (20) for a vehicle has a torque control mechanism (17) for regulating the engine output torque. The torque control mechanism (17) includes at least one of a throttle valve (11) and a fuel injector (12). The engine control device further has a sensor (10) for detecting the shift lever position and a controller. The controller is configured to detect a shift in the shift lever position from the stationary range position (N or P range) to the running range position (D or R range) based on the shift lever position; and transmit a command signal to the torque control mechanism (17) when a first predetermined period elapses after the detection of the shift in the shift lever position, the command signal increasing the engine output torque by a predetermined correction gain ?Te from a first output torque Te0 at the detection of the shift lever position to a second output torque Te1.

Abstract: A method of controlling an engine and an automatic transmission of a vehicle to reduce noise, vibration and harshness issues during shutting off a vehicle engine to improve fuel economy. The method combines vehicle engine start/stop control with neutral idle control in the transmission.

Abstract: A control system and method for controlling a vehicular automated transmission system having an internal combustion engine and a multiple speed transmission, is provided. The control system includes an ignition having an output that issues an ignition signal and a first control unit that operates the engine in response to receipt of the ignition signal. A second control unit receives input signals from various system sensors and process the signals according to logic rules to issue a command output signal. A relay interrupts transmission of the ignition signal to the first control unit in response to either the absence or receipt of the command output signal. The method includes the steps of determining if the automated transmission system is operating abnormally and interrupting transmission of the ignition signal to the first control unit when it is determined the automated transmission system is operating abnormally.

Abstract: An engine control system controls engine torque to transition through the transmission and driveline's lash zone. The transmission and driveline's lash zone is indicated using information of the speed ratio across the torque converter. This information is then supplemented with information of the driver's request and vehicle speed so that engine torque is adjusted at various predetermined rates based on current operating conditions. As such, the system can reduce undesired drive feel that otherwise may occur as the system passes through the transmission and driveline's lash zone. By limiting the change of torque in this way, driveability, while at the same time maintaining acceptable performance response.

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: Apparatuses and methods for processing a signal in a moveable vehicle having an engine. A first combustion governor receives a first control signal and transmits a first governor signal operable to control an engine speed of the engine as a function of the first control signal. A second combustion governor receives the first control signal and to transmits a second governor signal operable to control an engine power production of the engine as a function of the first control signal. A first sensor determines a first characteristic of the vehicle transmits a first selecting signal as a function of the first characteristic. A governor-selecting device is coupled with the sensor to receive the first selecting signal.