Abstract: In a method and apparatus for controlling a driving engine/transmission unit having a continuously variable automatic transmission, the transmission output torque acting upon the driving wheels of a vehicle and the engine reaction torque retroacting upon the driving engine can be adjusted by way of a regulated transmission variable.

Abstract: A throttle controller is provided which can control an engine revolution into the target engine revolution without being influenced by a load of an air conditioner compressor during speed change to provide smooth speed change at all times.

Abstract: A powertrain having a controller for limiting the torque and power inputs to a transmission as determined by operating parameters and design features of the transmission. These parameters and design features include torque limits for various components in the transmission, torque ratio of the torque converter, the design K factor of the torque converter, gear ratios of the transmission, operating condition of the torque converter clutch, and input power limits for the transmission. A programmable digital computer includes a subroutine that evaluates and establishes torque limits and input speed limits from the design features and operating parameter. The controller sets the limits for each transmission ratio including reverse such that a family of transmission can be coupled to a single engine design without overpowering the transmission should the engine be capable of greater output power than the transmission can accept.

Abstract: A warm-up control apparatus of an internal combustion engine is installed in a vehicle equipped with a brake booster that uses a negative pressure in an intake pipe of the internal combustion engine. The apparatus performs a warm-up control of the engine by retarding the ignition timing and increasing the amount of intake air. If during execution of the warm-up control, the brake pedal is operated, or the accelerator is off while the vehicle is running at or above a predetermined speed, or the decreasing rate of the amount of accelerator operation is greater than or equal to a predetermined value while the vehicle is running at or above a predetermined speed, the control apparatus recovers the intake pipe negative pressure by reducing the amount of intake air set in relation to the warm-up control.

Abstract: A controller (9) estimates (calculates) an engine revolution speed of after shifting to a target gear position, based on vehicle speed and a gear ratio of an automatic transmission (3) at the target gear position. Then, the controller (9) changes the target gear position to a higher one when the calculated engine revolution speed is not less than a preset value. The controller changes the target gear position by one or more gears. Since the target gear position is raised, an engine does not overrun upon shifting down. If the target gear position is lower than a current gear position by one gear, and an engine overrun is expected, no shifting down is admitted.

Abstract: A method and a device for operating an internal combustion engine for a road vehicle having an automatic transmission, it being detected if the road vehicle is rolling back while forward gear is engaged, and the ignition angle of the internal combustion engine being changed to increase the torque of the internal combustion engine when back-rolling is detected while forward gear is engaged.

Abstract: A transmission assembly having a variable displacement hydraulic device which controls a ratio of an input speed to an output speed of the hydrostatic transmission is disclosed. The transmission assembly further includes a torque reversing mechanical transmission coupled to the hydrostatic transmission and having a first range and a second range. The transmission assembly further includes an output shaft driven by one or more of the hydrostatic transmission and the mechanical transmission which causes a work machine to move at a travel speed and a controller. The controller is operable to determine a transmission load and an equal displacement travel speed ratio based on the transmission load. A shift from the first gear range to the second gear range is based on the equal displacement travel speed ratio. A method of operating a transmission assembly is also disclosed.

Abstract: An apparatus for controlling an internal combustion engine calculates a target indicated torque and determines operating degree for engine control actuators such as an air system, a fuel system and an ignition system. The target indicated torque for an idling condition of the engine is calculated based on a constant target indicated power, e.g. the constant target indicated power has a value that corresponds to or slightly overcomes internal and external loss when the engine is in the idling. Although an idling speed control with a feedback control method is inhibited during a transient condition of the engine, the constant target indicated power provides a self-stabilizing to maintain the engine speed constant. As a result, the apparatus maintain the engine speed constant during the idling even external disturbance is applied to the engine.

Abstract: A system is disclosed for implementing a technique for managing torque of a drivetrain. The drivetrain includes an air intake passage having a throttle valve, an internal combustion engine having an output shaft, a transmission having an output shaft, and a rotational propulsion member operatively coupled to the transmission by a propeller shaft and a drive axle. The system includes a throttle valve sensor, an engine speed sensor, a transmission speed sensor, a vehicle speed sensor, a transmission controller, and an engine controller. The throttle position sensor provides a throttle position signal that is indicative of a rotational position of the throttle valve. The engine speed sensor provides an engine speed signal that is indicative of a rotational speed of the engine output shaft. The transmission speed sensor provides a transmission speed signal that is indicative of a rotational speed of the transmission output shaft.

Abstract: A system for controlling a vehicle drivetrain in a fuel-efficient manner includes, in one embodiment, a control computer operable to determine a number of engine load/engine speed boundary conditions as functions of brake specific fuel consumption (BSFC) contours in relation to an engine output characteristics map and define therefrom an undesirable engine operation region U. As long as the engine is engaged with at least one of the gear ratios of the vehicle transmission, the control computer is operable to maintain or encourage engine operation outside of the region U. In another embodiment, the control computer is operable to define a contour from substantially zero engine load to substantially full engine load, wherein the contour preferably corresponds to a fuel-efficient path from no-load to full-load engine operating conditions.

Abstract: A method is described for controlling a powertrain of a vehicle. In particular, the method attempts to minimize transmission gear separation, or “clunk”. Under some circumstances, it is determined whether torque converter output speed has become greater than torque converter input speed while the torque converter was unlocked. Such a situation represents a change from positive powertrain output to negative powertrain output. If such a situation has occurred, under certain circumstances, the torque converter is then locked.

Abstract: Vehicle control apparatus for effecting cooperative control of an automatic transmission and a drive power source which produces an output to drive the vehicle through the automatic transmission, the automatic transmission incorporating a frictional coupling device which is engaged to place the automatic transmission in a power transmitting state, during power driving of the vehicle with the output of the drive power source, and is released to place the automatic transmission in a power disconnecting state, during coasting of the vehicle.

Abstract: A system and method for controlling a powertrain including an automatic transmission include determining a desired wheel torque, determining engine speed, determining turbine speed, determining a selected gear and associated selected gear ratio, determining a transmission spin loss based on a first function of the turbine speed and the selected gear, determining a transmission torque proportional loss based on a second function of the turbine speed and the selected gear, determining a desired engine torque based on the transmission spin loss, the transmission torque proportional loss, and the selected gear ratio, and controlling the powertrain using the desired engine torque such that actual wheel torque approaches the desired wheel torque. A transmission pump loss may also be determined based on line pressure and engine speed.

Abstract: An improved vehicle driving control device controls a vehicle without giving vehicle occupants a feeling of abnormality during acceleration and deceleration and optimally controls the operating torque of the engine. A vehicle driving control procedure sets the target operation torque of the vehicle and determines a target engine torque and a target engine speed from the target operation torque. Engine control is performed according to the target parameters. To compute each target parameter of the engine, the target output torque of a torque converter is first computed from the target operation torque, to determine the condition of a lockup clutch. Furthermore, each target parameter is computed in accordance with a control law set in accordance with the condition of the lockup clutch.

Abstract: A system for controlling an automatic transmission of a vehicle, wherein the hydraulic pressure to be supplied to the frictional engaging element such as a hydraulic clutch is determined, taking the performance of tracking or follow-up of the hydraulic pressure into account so as to enhance the control toughness against the engine speed change, thereby decreasing the shift shock effectively so as to improve the feeling of the vehicle occupant, while ensuring to prevent the engine from revving over or excessively. Further, the friction coefficient of the hydraulic clutch is calculated additionally taking parameters including the rotational difference thereof into account to determine the pressure to be supplied to the frictional engaging element, thereby further decreasing the shift shock effectively.

Abstract: A torque adaptation device is provided having a computation unit which determines an engine moment with the help of an engine moment model from performance characteristics and/or sensor input parameters, such as engine temperature, load, or engine speed. In order to improve the accuracy of the engine moment determination, a sensor for capturing a moment in a drive shaft located between the combustion engine and the driven wheels is been provided. The sensor generates a signal for the computation unit which corresponds to the moment. The computation unit is constructed such that the resulting engine moment from the model can be corrected as a function of the acquired moment.

Abstract: Method and device for controlling a motor vehicle drive train. To reverse the travel direction, the input torque is transmitted with pressure modulation from one clutch (Kv) of one travel direction to one clutch (Kr) of the opposite travel direction. If at the time that a reverse travel direction is selected and the speed of travel exceeds a set maximum value (VR,max), the speed of travel is automatically reduced to the maximum value first by continuous change of the ratio of the transmission (2) of the drive train.

Abstract: A method is presented for improved interaction between driver demand, cruise control system and traction control system in an internal combustion vehicle. Desired engine output torque is adjusted based on the above inputs and vehicle operating conditions. This method improves drive feel and customer satisfaction with vehicle performance.

Abstract: A system for controlling an internal combustion engine in a fuel-efficient manner includes a control computer operable to determine a number of engine load/engine speed boundary conditions in relation to an engine output characteristics map and define therefrom an undesirable engine operation region U. As long as the engine is engaged with at least one of the gear ratios of the vehicle transmission, the control computer is operable in one embodiment to maintain engine operation outside of the region U, and in an alternate embodiment to allow operation within the region U but with decreased engine performance/response to thereby encourage operation outside of the region U. The system of the present invention further includes the ability to override, e.g. disable, such engine control based on, for example, certain transmission autoshifting conditions, current vehicle position, and/or information provided from a remote source via a signal transceiver.

Abstract: An electronic control unit ECU controls a shift thrust Ft applied to a variable width drive pulley through a control valve CV and makes the rotational speed Ne of the engine follow a target engine rotational speed Neo to vary the speed change ratio of a continuously variable transmission CVT. In this control, the shift thrust Ft is achieved as sum of a proportional term P and an integral term I, where the proportional term P is determined on the basis of the deviation DNe of the engine rotational speed Ne from the target engine rotational speed Neo, and the integral term I is determined as cumulative sum of the deviation. When the throttle of the engine is closed, the integral term is set larger than when the throttle is open.

Abstract: Control system for an internal combustion engine, for setting a desired torque in response to operating conditions of the engine and controlling torque based on the set desired torque. A crank angle position sensor detects an engine rotational speed. An accelerator position sensor detects an accelerator position. A required torque is calculated based on results of detection by the crank angle position sensor and the accelerator position sensor. Further, the calculated required torque is smoothed. Then, the present value of the required torque calculated at the present time and the smoothed required torque are compared with each other. When it is determined that the engine is being accelerated, an acceleration assist amount is calculated based on a difference value between the present value of the required torque and the smoothed required torque. Then, the acceleration assist amount is added to the smoothed required torque, whereby the desired torque is set.

Abstract: A method is presented for correcting estimates of engine output torque and accessory load torque. Engine output torque estimates are corrected when the accessory is disengaged from the engine. Accessory load torque is learned, or corrected, when the accessory is engaged to the engine. In one example, these corrections are made when engine output torque is known to be substantially zero from torque converter speed ratio or from the timing of the overrunning clutch engagement. This information is then used to control engine output torque to improve drive feel and vehicle performance.

Abstract: An engine output control method for a vehicle having a drive by wire engine system responsive to a desired engine torque signal. The method comprises the steps of generating a driver demanded acceleration value corresponding to an accelerator pedal position input, and generating a gear value as a function of a vehicle speed value and the driver demanded acceleration value. The method also derives a driveline torque demand comprising an inertial model torque value of the vehicle driveline corresponding to the driver demanded acceleration and the gear value, and a dynamic transmission model torque value for the gear value. The resulting torque demand is then passed through an inverse torque converter model to generate a demanded engine torque. The resulting demanded engine torque value is then used to control the engine output. In this way, the present method accounts for the transmission and driveline dynamics in an acceleration-based engine control scheme.

Abstract: In order to reduce shift shock in shifting from a 2 driving range to a 3 driving range and improve the endurance of an automatic transmission, a 2-3 up-shifting shift control device of an automatic transmission of the present invention is provided, comprising a vehicle speed sensor, a shift lever position sensor, a throttle position sensor, a shift control unit, and a shift drive unit performing a predetermined 2-3 upshifting drive control operation by controlling hydraulic pressures in response to the sensors.

Abstract: A method is provided for determining an acceptable torque level to be applied to at least one clutch pack (of an automobile) which includes the requirement of internal slip to transmit torque. The automobile includes a plurality of wheels. A velocity is sensed at each of the plurality of wheels of the automobile. A speed information value is calculated. The speed information value is a function of the sensed velocities at each of the plurality of wheels. The speed information value is then compared with a calibration table. Finally, the acceptable torque level is determined primarily from the calibration table based on the speed information value.

Abstract: An apparatus and method determine a state of a power train that includes a power transmission apparatus that is configured to transmit power of a first driving power source to an input side of a second driving power source via a clutch and a transmission, and is capable of changing a torque capacity of the clutch and a gear ratio of the transmission. The apparatus and method determine a state of the clutch or the transmission based on a revolution speed of the first driving power source and information indicating a state of the second driving power source, e.g., a revolution speed of the input side of the second driving power source.

Abstract: An optical sensing system is used to measure engine torque. A pair of patterns are formed on a driveshaft between a transmission and axle differential. The patterns are spaced apart from one another by a predetermined distance and are formed about the circumference of the driveshaft. Lasers and photo receivers are used to scan the patterns as the driveshaft rotates. Data from the photo receives is used to determine the angle of twist on the driveshaft which is proportional to the engine torque. The torque for each cylinder can be measured by generating a torque profile for every two revolutions of the driveshaft. The torque profile is read in 120 degree increments for a six cylinder engine and in 90 degree increments for an eight cylinder engine, for example.

Abstract: A CVT controller 22 of a vehicle 10 communicates with the engine management system (EMS) 20. When a manual shift between simulated fixed ratios is performed, the CVT controller 22 sends a shift signal to the EMS 20 which alters the engine torque for the duration of the shift in order to simulate a manual shift to provide, for example, a sporty feel to the vehicle 10.

Abstract: A system for controlling internal combustion engine performance in accordance with driver behavior includes a vehicle control computer operable to receive a plurality of vehicle operating parameter signals and control engine fueling based thereon. In accordance with an operational status, or an operational state determined over a predefined time interval, of one or more of the vehicle operating parameter signals, the system is operable to control available engine performance. Both the operational status and operational state of the various vehicle operating parameters are the result of the manner in which the driver operates the vehicle. The control system of the present invention is thus operable to reward/penalize driver performance by correspondingly adding/subtracting available engine performance in the form of available engine output power and/or available vehicle speed.

Abstract: A driving force control system for an automotive vehicle comprises a controller. The controller determines standard resistance (RLDTRQ) in response to vehicle speed (VSP), and it also determines an increment in running resistance (RESTRQ) from the standard resistance (RLDTRQ). The controller determines driving force correction (ADDFD) in response to the increment in running resistance (RESTRQ). The controller adds the driving force correction (ADDFD) to ordinary target driving force (tTd#n) to provide corrected target driving force (tTd). The controller converts the increment in running resistance (RESTRQ) into the driving force correction (ADDFD) at a rate that is variable in response to the increment in running resistance (RESTRQ).

Abstract: The present invention is directed toward a method to digitally control a transfer case through a digital data bus to provide synchronized low to high shift capabilities in vehicles that employ a controller area network (CAN) system. In addition, a transfer case that can be digitally controlled in a vehicle with a controller area network (CAN) system to provide synchronized low to high shifts is also disclosed.

Abstract: A driving force control apparatus for vehicles prevents a breakdown of a power train and maintains driving force during running, thereby improving driving performance. The driving force control apparatus is constructed to control the driving force distributed through a differential gear unit to a plurality of wheels. The apparatus is arranged to compute permissible torque that can be permitted to enter the differential gear unit, based on a differential rotational speed of the differential gear unit, compute input torque entered into the differential gear unit, and decrease engine power output so as to keep the input torque into the differential gear unit not more than the permissible torque when the input torque is greater than the permissible torque.

Abstract: A process for shifting an automatic transmission in a motor vehicle having an electronic engine timing system which is electrically coupled with a driving element (e.g., an accelerator pedal). The electronic engine timing system is electrically coupled with an electronic transmission control system. When a change-gear operation is taking place in the automatic transmission and the automatic transmission is in a critical shifting phase, and simultaneously the driving element is adjusted to demand increased output from the engine, if the rate of the adjusting change and the extent of the desired new output together exceed a predetermined value, the increase in engine output is delayed and/or the gradient of the engine output increase is limited or delayed by adjusting the engine timing system.

Abstract: A method for pressure adaptation is proposed for an automatic transmission. The gear shifts here are carried out as overlapping gear shifts with a first opening (K1) and a second closing (K2) clutch, the overlapping gear shift consisting of a first and a second phase. During the first phase, a banking of the transmission input rotational speed (nT) is adjusted. The invention proposes that upon issuance of the shift command, a time period (t2) is determined until the transmission input rotational speed has reached the banking value (dn). This is compared with a predetermined time (tAD) during which a difference is obtained which provided with a sign is totaled in a summation memory. An adaptation value is stored in a correction value memory when the summation memory exceeds a limit value. As consequence of this, the disconnection pressure level (pAB) of the first clutch (K1) is adapted in subsequent gear shifts.

Abstract: Control apparatus having improved characteristics at an early stage of changing the gear position which make it possible to clearly discriminate the change in the transmission input shaft revolution speed caused by a rise in the engine torque by depressing the accelerator pedal from changes attending on the disengagement of the disengaging side clutch. For the above purpose, the control apparatus adopts a configuration capable of correcting the oil pressure acting on the friction coupling device by an arrangement that the transmission output shaft revolution ratio, obtained from the transmission output shaft revolution speed and the transmission input shaft revolution speed, follows up the target value of the revolution ratio after a speed change signal is issued.

Abstract: In a method and apparatus for controlling a driving engine/transmission unit having a continuously variable automatic transmission, the transmission output torque acting upon the driving wheels of a vehicle and the engine reaction torque retroacting upon the driving engine can be adjusted by way of a regulated transmission variable.

Abstract: An anti-rollback system for an automatic transmission includes an output gear connected to an output shaft of the automatic transmission, and a magnetic sensor for detecting output rpm of the output gear. The magnetic sensor is electrically connected to an ECU (electronic control unit) and the output gear has a plurality of teeth, each tooth having a slot formed on its upper surface thereof.

Abstract: A linkage between an engine control (114) and vehicle controls, such as a transmission gear selector (100) and/or axle speed selector when the vehicle has a two-speed axle, providing input to the engine control that is additional to engine variable inputs (110) for tailoring engine performance characteristics to selected drive ratios of a drivetrain through which the engine drives the vehicle. The tailored characteristics include particular engine torque curves (FIGS. 1, 4, and 5) and particular engine speed regulation curves (FIGS. 1, 2, and 3). As the vehicle quickly accelerates through rated engine speed while the transmission in the lower gears, the driver's notices no feeling of abrupt shut-off. As the vehicle accelerates through the highest gears toward highway speed, the driver can feel sustained pulling effort by the engine.

Abstract: The invention concerns a system for evaluating vehicle, drive and operation parameters of a vehicle to select and adjust by means of a microprocessor a speed ratio of a gear according to predetermined calculation rules, characteristic values and characteristic fields wherein an acceleration of the vehicle is mathematically calculated from a number of revolutions of a drive train comprising engine and gear, the number of revolutions corresponding to the driving speed. The problem is to provide for different gear types a uniform system which requires only a few parameters adapted to the vehicle for selecting speed ratio and gear shift. This is attained by the fact that a minimum dwelling time (&Dgr;tf) is associated to each speed ratio range. To each change of speed ratio (ig) is further associated an adjustment time (&Dgr;tz) which in the average is required for the gear to complete a speed ratio change (&Dgr;ig).

Abstract: A semi-automated vehicle transmission includes a method of returning torque control to the driver of the vehicle. The transition from an initial current torque value to a desired torque value is accomplished in two stages. A first rate of change is utilized during a preselected time period or until the current torque value corresponds to the desired torque value. In the event that the desired torque value is not achieved during the preselected period of time, then a second rate of change is implemented. The second rate of change preferably is very aggressive relative to the first rate of change. The rate of change of the current torque value is accomplished within a window of available torque limits that progressively change with time.

Abstract: An auto-cruise controller to control the throttle angle of an engine so that the actual vehicle speed is equal to the target vehicle speed. In the controller, the pressure control of a lock-up clutch of an automatic transmission is conducted based on an amount of control of the lock-up pressure calculated corresponding to the traveling conditions of the vehicle when the throttle is fully closed, and when the vehicle is descending a slope during the auto-cruise control.

Abstract: The method for increasing the driving comfort of motor vehicles, specially during load reversal operations, by control of the dynamics of the driver's desired torque consists in that to a first microprocessor (1) signals are fed relative to the accelerator pedal position and rotational speed of the internal combustion engine, after which the output signal originating from the first microprocessor (1), together with a manually adjustable torque request signal, are fed to a second microprocessor (2), the output signal of which passes through a filter (5) as driver's desired torque, wherein the filtering time produces a damping of load reversal and jolt between driver's wish and internal engine speed ratio.

Abstract: For a transmission group comprising a gearbox and an actuating group coupled to the gearbox for commanding engagement/disengagement of the gears, the method comprises the steps of generating at least one command signal for the actuating group having, during a first operating step of a gear change manoeuvre, a width the time pattern of which comprises at least one first section wherein the width of the command signal increases in substantially linear fashion according to an increase coefficient from an initial value to an intermediate value; and of calculating the increase coefficient and the initial and intermediate values in relation to at least one first operative reference value representing the shift of gear to be effected during the gear change manoeuvre and a correction value representing the style of driving the vehicle.

Abstract: A device for controlling the vehicle to travel at a constant speed, which clearly distinguishes a downhill road over a flat road while the vehicle is traveling at a constant speed, and resets or resumes the overdrive position in order to stably maintain a vehicle speed at all times. The device comprises a downhill control means 10 for resetting the overdrive position of an automatic transmission 2 when the vehicle is traveling a downhill, wherein the downhill control means includes a downhill state detection means 13 for detecting the downhill state of the vehicle based on the throttle opening degree &thgr; and the vehicle speed Vs, and an overdrive reset means 14 for resetting the overdrive position of the automatic transmission in response to the downhill state, wherein the reset state of the overdrive position is maintained while the downhill state is being detected, and the throttle valve opening degree is used as a reference for judging that the overdrive is resumed from the state of being shifted down.

Abstract: A method is presented for correcting estimates of engine output torque and accessory load torque. Engine output torque estimates are corrected when the accessory is disengaged from the engine. Accessory load torque is learned, or corrected, when the accessory is engaged to the engine. In one example, these corrections are made when engine output torque is known to be substantially zero from torque converter speed ratio or from the timing of the overrunning clutch engagement. This information is then used to control engine output torque to improve drive feel and vehicle performance.

Abstract: A system and method for controlling a vehicular powertrain including an internal combustion engine, an automatic transmission having a plurality of selectable gear ratios, and a controller in communication with the internal combustion engine, the transmission, and an accelerator pedal, include determining a driver requested wheel torque based on position of the accelerator pedal, and determining a vehicle speed ratio changing threshold based on the driver requested wheel torque. In one embodiment, the system and method determine a value indicative of current barometric pressure, determine a current gear ratio, and modify the driver requested wheel torque based on the current barometric pressure and the current gear ratio to determine a compensated wheel torque. The compensated wheel torque is used to determining the ratio changing threshold. Offset values are included to adjust for barometric pressure variation, transmission oil temperature, and to prevent gear hunting or excessive ratio changing.

Abstract: A vehicle and engine control system controls engine torque to maintain positive torque at a transmission input to prevent the transmission gears from separating. By maintaining a positive engine torque, the transmission is prevented from operating in or through the zero torque, or lash, zone. This prevents poor vehicle driveability that would otherwise result from operation in the lash zone. The control systems uses closed loop control based on a desired and actual turbine speed ratio, or slip ratio, to guarantee positive torque applied to the transmission.

Abstract: A control apparatus and method for a powertrain of a vehicle provided with a drive unit which has the powertrain including an engine or an electric motor and an automatic transmission, and a driving shaft. The control apparatus is provided with first torque estimating means for obtaining a first estimated driving shaft torque, second torque estimating unit for obtaining a second estimated driving shaft torque used to correct said first estimated driving shaft torque, comparison means for comparing said first estimated driving shaft torque with said second estimated driving shaft torque, and driving shaft torque calculating means for calculating a driving shaft torque on the basis of the result of the comparison.

Abstract: In motor vehicles fitted with overlay steering mechanisms comprising a transmission (2) and a steering transmission (4), substantial amounts of torque flow from the transmission inlet (12) to the steering transmission (4) when cornering. This results in a loss of speed during cornering. According to the method described, the torque flow to the steering transmission (4) is preferably automatically compensated by higher prime mover torque. Driving performance can be enhanced during cornering without needing to design the transmission (2) for higher input torque. The principle disclosed in the invention can be used for other applications.

Abstract: A vehicle traction control system is controlled in part by a signal value indicative of estimated wheel torque. The estimated wheel torque value is produced within the vehicle's electronic engine control (EEC) module by summing a first value which indicated the estimated torque attributable to engine combustion and a second value which is proportional to engine acceleration/deceleration which indicates the amount of torque attributable to the inertial movement of engine and drive train masses. The second value is modified by a third value based on the speed ratio across the transmission. Before summing the two signal components, the signal which indicates combustion torque is preferably delayed with respect to the signal indicating inertial torque by a delay interval whose duration varies with engine speed to take into account the delay between intake fuel rate changes and combustion forces as well as delays attributable to the timing of the calculations themselves.