Abstract: A hybrid powertrain for a vehicle includes: a planetary gear system including coaxial double pinions each having a first pinion and a second pinion that have different diameters and are provided to rotate coaxially; a carrier carrying the coaxial double pinions; and four rotation elements through which power is input and output. The hybrid powertrain further includes an engine, a first motor generator, a second motor generator, and an output shaft that are respectively connected to the four rotation elements of the planetary gear system.

Abstract: An electric propulsion machine includes an electric motor, an electric motor control circuit, a propulsion device to generate thrust from an output of the electric motor, and a battery unit to supply electric power to the electric motor. The battery unit includes a mode selector to accept a designation of an operating mode. The electric motor control circuit outputs a control signal that controls the electric motor based on an operating mode which is designated from among a plurality of operating modes.

Abstract: An ECU performs control processing including setting an inverter to a gate blocking state when an abnormal condition of the inverter occurs, activating a converter, driving an engine, carrying out first suppression control when an abnormal condition of a resolver occurs and when an MG2 rotation speed immediately before occurrence of the abnormal condition is equal to or smaller than a first speed threshold value, and carrying out second suppression control when the MG2 rotation speed immediately before occurrence of the abnormal condition is greater than the first speed threshold value and when there is no record of stop.

Abstract: A hybrid driving device that includes a first input that is linked to an internal combustion engine; a rotary electric machine; a transmission that changes a speed of rotation of a second input, and transmits the rotation to an output; a rotor support which rotates integrally with a rotor of the rotary electric machine; a first engagement device; a second engagement device; and a case.

Abstract: A system for using a solar cell includes a solar cell module configured to convert sunlight into electric energy, an engine operating circuit configured to convert mechanical energy generated by an engine operation of a vehicle into electric energy and provide the electric energy, a solar cell circuit configured to provide the electric energy generated through the solar cell module, a battery configured to be charged by electric energy provided by the solar cell circuit or the engine operating circuit, a load, and a controller of a vehicle. The controller is configured to control a connection of the circuits to the battery or to the load depending on a measured state of charge of the battery, driving of the vehicle, and acceleration of the vehicle. A method for using a solar cell is also disclosed.

Abstract: A rear seat side-airbag device of the technology of the present disclosure includes: a side airbag that is disposed between a side garnish and a body, the side garnish being disposed at a vehicle width direction outer-side of a seat back of a rear seat, the side airbag becoming deployed on the side of an occupant; and an airbag door garnish that covers the side airbag from a cabin side and is disposed at a position where at least part of a boundary section between the airbag door garnish and the side garnish is covered from the cabin side by webbing in an unworn state.

Abstract: A control device for a vehicle driving device which controls the vehicle driving device provided with a particular engagement device, a rotary electric machine, and a transmission apparatus disposed in a power transmission path coupling an internal combustion engine with wheels in order from the internal combustion engine side, wherein the transmission apparatus includes a plurality of engagement devices, and selectively forms a plurality of transmission shift stages different in transmission shift ratio according to a state of engagement of the plurality of engagement devices.

Abstract: If a total power consumption of the high- and low-voltage auxiliary machinery is greater than a first reference value when the high-voltage secondary battery is disconnected from the high-voltage wiring by the relay, the power supply control apparatus sets a lower value to a target control value of the generator output voltage, compared with the total power consumption is less than or equal to the first reference value. If the total power consumption of the high- and low-voltage auxiliary machinery is less than a second reference value that is less than or equal to the first reference value when the high-voltage secondary battery is disconnected from the high-voltage wiring by the relay, the power supply control apparatus sets a higher value to the target control value of the generator output voltage, compared with the total power consumption is more than or equal to the second reference value.

Abstract: A hybrid vehicle includes an engine, a power storage device, a motor generator that receives electric power from the power storage device to generate travel driving force, and an ECU. The ECU selects one of a CD mode and a CS mode, and switches a traveling mode between EV traveling and HV traveling in accordance with a traveling condition in each of the CD mode and the CS mode. Responsiveness of a vehicle driving torque to an operation of an accelerator pedal is higher in the CD mode than in the CS mode.

Abstract: A mode control apparatus of a hybrid vehicle is provided. The apparatus includes a first clutch that is disposed between an engine and a motor generating power and a second clutch that is disposed between the motor and a transmission. In addition, a controller is configured to execute engagement and disengagement of the first clutch and the second clutch. The controller is also configured to adjust the speed of the motor and the transmission to be synchronized by generating slip in the second clutch when a transition from an EV mode to an HEV mode is requested.

Abstract: Systems and/or methods for controlling dual motor-dual clutch powertrains for HEV and PHEV vehicles are disclosed. In one embodiment, a method is disclosed comprising: determining the state of charge (SOC) of said batteries; determining the speed of the vehicle; if the SOC is greater than a given first threshold, selecting a charge-depleting operational mode of said vehicle; during operation of said vehicle, if the SOC is less than a given second threshold, selecting a charge-sustaining operating mode of said vehicle. In another embodiment, a system having a controller that operates the powertrain according to various embodiments is disclosed.

Abstract: A wireless power-transmitting device includes a power-transmitting coil installed in a predefined parking area, a receiving device configured to receive a signal for a power supply instruction transmitted through a windshield or through a rear window of a vehicle, and a control device configured to control supply of electric power from the power-transmitting coil to a power-receiving coil of the vehicle based on the signal received by the receiving device.

Abstract: A hybrid vehicle includes an engine, a power storage device, a motor generator that receives electric power from the power storage device to generate travel driving force, and an ECU. The ECU selects one of a CD mode and a CS mode, and switches a traveling mode between EV traveling and HV traveling in accordance with a traveling condition in each of the CD mode and the CS mode. Responsiveness of a vehicle driving torque to an operation of an accelerator pedal is higher in the CD mode than in the CS mode.

Abstract: A control device of a hybrid vehicle including an engine, an electric motor coupled to a power transmission path between the engine and drive wheels, and a clutch connecting/disconnecting a power transmission path between the engine and both the electric motor and the drive wheels, the control device performing detection of air-fuel ratio variation between cylinders of the engine, the control device changing an operation state of the clutch based on a request drive force of the vehicle, and the control device performing the detection of air-fuel ratio variation when the clutch is in an open state or a slip amount of the clutch is equal to or larger than a preset value.

Abstract: A method for fault-tolerant coasting control of a powertrain system having an engine and a first energy storage system (ESS) includes receiving a real impedance value of the first ESS from a frequency analyzer device at a calibrated frequency while the engine is running, and comparing the real impedance value to a calibrated impedance. A coasting maneuver is enabled allowing the engine to turn off above a threshold speed when the real impedance value is less than the calibrated impedance. The method may include starting the engine using a second ESS in parallel with the first ESS to exit the coasting maneuver when the real impedance value exceeds the calibrated impedance. Subsequent execution of the coasting maneuver may be prevented as long as the real impedance value exceeds the calibrated impedance. A powertrain system includes the engine, starter motor, rechargeable ESS, frequency analyzer, and controller.

Abstract: A hybrid powertrain and a method for controlling the powertrain are provided to convert an EV mode, a power slit mode, and a parallel mode based on a driving state. The powertrain includes an input shaft connected to an engine and first and second motors/generators installed within a transmission housing. A planetary gear set is installed on an input shaft and includes a combination of a sun gear, a planetary carrier, and a ring gear. A first output gear is connected to the second motor/generator and a second output gear is connected to the planetary carrier of the planetary gear set. A rotation restraint mechanism restricts a rotation of the input shaft. An overdrive brake is connected to the sun gear of the planetary gear set or the first motor/generator. An output shaft is supplied with power through the first and second output gears.

Abstract: A hybrid vehicle driving device includes: a first motor generator; a second motor generator; an input shaft; an output shaft; a rotating member rotatably linked to the output shaft; a connection member to which the first motor generator is connected; a connection mechanism which connects and disconnects the connection member and the rotating member; a one-way clutch connecting the input shaft and the connection member; a synchronization control portion synchronizing the rotational speed of the first motor generator with the rotational speed of the rotating member; a first engine control portion maintaining the rotational speed of an engine; a connection portion connecting the connection member and the rotating member to each other; and a second engine control portion controlling the engine such that the rotational speed of the input shaft is synchronized with the rotational speed of the connection member.

Abstract: Provided is an electric power supply control device for an electric power supply apparatus including a plurality of storage batteries and an electric power generator performing charging of the plurality of storage batteries, the electric power supply control device controlling a parallel connection between the plurality of storage batteries. Voltage adjustment by one of a) charging processing by electric power feeding from the electric power generator to the storage battery having the lowest output voltage among the plurality of storage batteries and b) discharging processing by electric power feeding from the storage battery having the highest output voltage among the plurality of storage batteries to a load circuit connected to the storage battery having the highest output voltage is performed. Parallel connection is performed in a case where output voltage difference between the plurality of storage batteries becomes equal to or less than a previously-determined threshold.

Abstract: An alternating current that is to be supplied to a motor generator is controlled by controlling an inverter using a target output of the motor generator and a result of detection of an angle-of-rotation sensor, and a voltage step-up is controlled in accordance with the target output of the motor generator. During operation of the motor generator, a stepped-up voltage obtained through the step-up converter is set to be higher (S13) when learning of the point of origin of the angle-of-rotation sensor has yet to be completed (S11), than when learning of the point of origin of the angle-of-rotation sensor has been completed. This eliminates malfunctions occurring in motor operation when learning of the point of origin of the angle-of-rotation sensor has yet to be completed.

Abstract: A motor vehicle includes a hybrid drive having an internal combustion engine and an electric drive motor, and an air conditioning system having a compressor configured to compress a refrigerant, and an electric motor configured to operate the compressor and to start the internal combustion engine as electric starter when being coupled with the internal combustion engine. The electric motor has an inverter to operate the electric motor directly with high voltage of a high-voltage onboard electrical system of the motor vehicle so as to enable the electric motor to apply a mechanical torque for re-staring the internal combustion engine in case of need in the absence of any assistance from the electric drive motor. A clutch device mechanically couples the electric motor of the air conditioning system with the internal combustion engine in response to a control signal.

Abstract: A charging device according to an exemplary embodiment of the present invention may include: a battery adapted and configured to store a DC voltage, first and second motors adapted and configured to operate as a motor or a generator, first and second inverters adapted and configured to operate the first and second motors, a voltage transformer adapted and configured to boost the DC voltage of the battery to supply it to the first and second inverters and boosts the DC voltage of the inverter to supply it to the battery, and a charging controller adapted and configured to operate the first and second inverters as a booster or operate the voltage transformer as a buck booster according to a voltage that is input through a neutral point of the first and second motors and the voltage of the battery.

Abstract: A hydrostatic hybrid drive device (H) includes only one hydrostatic displacement machine (1) operated in an open circuit. A delivery line (2) leads to a high pressure accumulator device (3). A shutoff valve (5) controls flow to the high pressure accumulator device (3). A branch line (6) is connected with a low pressure accumulator device (7). A shutoff valve (9) in the intake line (8) shuts off flow to the low pressure accumulator device (7). A discharge line (10) is connected between the intake side (S) of the displacement machine (1) and the shutoff valve (9). A valve device (15) controls the discharge line (10) and the branch line (6).

Abstract: An intermesh engagement device includes an intermesh engagement mechanism, a moving member, an actuator configured to apply a thrust to a moving member in an engaging direction, a transmission spring configured to transmit the thrust of the actuator from the moving member to a sleeve, a return spring, a stopper, and an electronic control unit configured to control the actuator. The electronic control unit is configured to execute first control for setting the thrust of the actuator to a thrust in a first region, and, when a halfway stopped state has occurred through the first control, execute second control for setting a thrust larger than the thrust in the first control. The first region is a range in which the thrust is larger than an urging force of the return spring and is smaller than the sum of the urging force of the return spring and a maximum urging force of the transmission spring.

Abstract: A vehicle control apparatus controls a vehicle including an internal combustion engine, a power generation unit that converts at least one of an engine output of the internal combustion engine and a kinetic energy of the vehicle into electric power, and a power storage unit that stores the electric power. The vehicle control apparatus includes: a first control unit configured to control the vehicle to alternate repeatedly between acceleration travel, in which the vehicle accelerates using the engine output, and coasting travel, in which the vehicle coasts without using the engine output, such that a vehicle speed is maintained within a predetermined speed region; and a second control unit configured to control the power generation unit to convert at least one of the engine output and the kinetic energy into electric power during a coasting period in which the vehicle performs the coasting travel.

Abstract: A parallel hybrid electric vehicle discrete step-ratio automatic transmission shift strategy attempts to cause a speed of a motor to approach a target motor speed to increase fuel economy for a coupled engine when in hybrid mode. A controller shifts the transmission according to a magnitude of a driver torque demand, the current rotor or impeller speed, and whether the motor is consuming or producing current.

Abstract: A method for controlling charge after judging as to whether a charging cable CC connected to a charging inlet E1 of a vehicle conforms to standards has detecting whether a control signal is outputted from the charging cable CC and whether power is supplied from the charging cable CC after the charging cable CC is connected to the charging inlet E1 until a main switch E5, E6 of a power feed line E8 of the vehicle is switched ON; judging that the charging capable CC does not conform to the standards at least when no control signal is detected and the power is detected; and forbidding the charge or limiting a charging current through the charging cable CC when judging that the charging cable CC does not conform to the standards.

Abstract: A hybrid vehicle is provided with an one-way clutch configured to prevent the reverse rotation of an engine, a power split device, a display unit configured to notify a driver of a warning message, and an ECU configured to control the engine, the display unit and a motor generator. The ECU controls the display unit to notify the driver of a warning message that the vehicle is not allowed to make reverse moving when a malfunction occurs. In the case where a malfunction occurs, the output shaft cannot rotate reversely if the reverse rotation of the engine is prevented by the one-way clutch.

Abstract: A hybrid vehicle includes an engine: a regenerative motor for use when the hybrid vehicle runs, the motor having characteristics such that motor efficiency is 90% or more at a rotational speed of 1.5 times of a rotational speed of the motor where the motor efficiency is highest when the load of the motor is 10% or more of the maximum load of the motor; and a transmission which transmits the power of the engine to a wheel drive shaft. The motor is coupled to the wheel drive shaft without being coupled to the transmission.

Abstract: A modular stacked DC architecture for traction system includes a propulsion system includes an electric drive, a direct current (DC) link electrically coupled to the electric drive, and a first DC-DC converter coupled to the DC link. A first energy storage device (ESD) is electrically coupled to the first DC-DC converter, and a second DC-DC converter is coupled to the DC link and to the first DC-DC converter. The system also includes a second energy storage device electrically coupled to the second DC-DC converter and a controller coupled to the first and second DC-DC converters and configured to control a transfer of energy between the first ESD and the DC link via the first and second DC-DC converters.

Abstract: Disclosed embodiments include thermoelectric-based thermal management systems and methods configured to heat and/or cool an electrical device. Thermal management systems can include a heat spreader positioned near a localized heat general of the electrical device. A fin can be connected to the heat spreader with a thermoelectric device positioned on the fin. Electric power can be directed to the thermoelectric device to provide controlled heating and/or cooling to the electrical device.

Abstract: A hybrid module includes a housing, an input intended for rotationally coupling to an internal combustion engine, an output intended for rotationally coupling to an input of a gearbox, an electric machine arranged in the housing and having a stator and a rotor arranged within the stator radially, a separation clutch and a torsional vibration damper. The separation clutch and the torsional vibration damper are arranged within the rotor in both the radial and axial directions.

Abstract: Hybrid vehicle includes: an axle (FA, IA, RA); an internal combustion engine (CE); an auxiliary motor (AM); a torque distributor comprising a first transmission shaft (2) and a second transmission shaft (3) parallel to each other; and control means for controlling the torque distributor to switch to an electric traction mode by carrying out at least the following steps: acquisition of vehicle speed; and if the vehicle speed is non-zero, then selection of the most appropriate gear ratio among the at least two selectable gear ratios. The transmission shafts (2, 3) include two opposite ends ((21, 22), (31, 32)) and rotating connection means (7) including at least two selectable gear ratios (23/33, 24/34). The second end (22) of the first transmission shaft (2) is operatively connected/connectable with the axle (FA, IA, RA), and one end (31, 32) of the second transmission shaft (3) is operatively connected/connectable with the auxiliary motor.

Abstract: In a method for operating a hybrid vehicle, a total wheel drive torque is composed of a wheel drive torque of an internal combustion engine of the vehicle and a wheel drive torque of an electric machine of the vehicle, and the total wheel drive torque is selectively increased or decreased by the wheel drive torque of the electric machine in one of a motor mode or a generator mode of the electric machine. The electric machine is operated such that (i) the sum of the wheel drive torques of the electric machine and a wheel-drive-torque-reducing safety measure carried out remains constant in the generator mode, or (ii) the sum of the wheel drive torques of the electric machine and a wheel drive torque-increasing safety measure carried out remains constant in the motor mode.

Abstract: A hybrid vehicle system facilitates operator control over electric power generation and use. The system features a motor/generator that can be mounted to an output of a transmission of the vehicle.

Abstract: A system and method for controlling torque of an engine of a motor vehicle based on rotational velocity and depression of an acceleration pedal. The system for controlling torque of an engine helps to propel a motor vehicle and includes: sensors configured to measure a rotational velocity and depression of an acceleration pedal, a mechanism for determining a torque setpoint capable of determining a torque setpoint that increases with the rotational velocity and starts with a reference torque for a reference rotational velocity, and the mechanism for determining being connected to an output of the electric engine.

Abstract: A management system is provided for managing a hybrid vehicle having an engine and a motor/generator as power sources. The management system includes an acquisition unit and an area identifying unit. The acquisition unit acquires engine operating information from a plurality of vehicles, during the operation of the motor/generator. The engine operating information includes a moving distance or an engine operating time from the start of to the stop of the engine, and an engine operating position indicating the point at which the engine is operating. The area identifying unit identifies on map data an engine start-up suppressing area in which the start of the engine is suppressed based on the engine operating information.

Abstract: A charging and discharging system is disclosed. The charging and discharging system includes a first cell assembly and a second cell assembly. The first battery cell assembly includes a first cell, a first connecting piece, and a second connecting piece. The second cell assembly includes a second cell, a third connecting piece, and a fourth connecting piece. The first connecting piece and the second connecting piece connect the first cell to a circuit board. The third connecting piece and the fourth connecting piece connect the second cell to the circuit board. A length of the third connecting piece and the fourth connecting piece is greater than a total length of the first connecting piece and the second connecting piece. A resistivity of the third connecting piece and the fourth connecting piece is smaller than a length of the first connecting piece and the second connecting piece.

Abstract: An electric vehicle can include a power unit including a speed reduction device coupled to a motor output shaft. Two systems can be provided which are a drive-power transmission path to transmit rotation of a motor to a wheel hub, and a regenerative-power transmission path to transmit rotation of the hub to the motor. A drive-side one-way clutch is provided between the hub and a second internal gear being the final-stage gear in the drive-power transmission path and is configured to transmit rotation of the drive-side final-stage gear to the hub. A regeneration-side one-way clutch is provided between the hub and a regeneration-side first-stage gear and is configured to transmit rotation of the hub to the regeneration-side first-stage gear.

Abstract: A hybrid vehicle and method of control are disclosed wherein the ratio of engine speed to vehicle speed varies continuously in some operating modes and is controlled to simulate a discrete ratio transmission in other operating modes. The disclosure specifies the method of controlling the engine speed and the combined output torque of the engine and at least one traction motor in each of the operating modes. Transitions among operating modes occur in response to driver movement of a shift lever, driver operation of shift selectors, and changes in vehicle speed.

Abstract: A method and an apparatus for controlling torque intervention of a hybrid electric vehicle are provided that determine a final engine torque and a final motor torque considering efficiency of a hybrid system. The method includes calculating a demand torque of a driver, determining receipt of a signal of the torque intervention, and calculating the demand torque of the driver on which an intervention torque is reflected. In addition, the method includes calculating first operating points of the engine and the motor considering an efficiency of the hybrid system according to the demand torque of the driver on which the intervention torque is reflected, calculating a final engine torque and a final motor torque according to each of the first operating points of the engine and the motor, and adjusting a torque reduction using the final engine torque and the final motor torque.

Abstract: A control device for a hybrid vehicle includes: a current command value calculator configured to calculate torque and a weak field current command values input to the inverter; and a current command value correction calculator configured to calculate torque and weak field current correction values added to the torque and weak field current command values, wherein when an accumulation of electricity of the electricity storage device is equal to or larger than a reference value, the current command value calculator is configured to calculate the torque and weak field current command values to make a load applied to the engine by the motor generator zero, and the current command value correction calculator is configured to calculate the torque and weak field current correction values to make a load applied to the engine by the motor driving system other than the motor generator zero.

Abstract: A transmission system of a hybrid electric vehicle may include an input shaft connected to an engine, a planetary gear set including a first rotation element operated as an output element, a second rotation element connected to the input shaft and operated as an input element, and a third rotation element operated as another output element, a first motor shaft disposed in parallel to and apart from the input shaft, operably connected to the first rotation element, and selectively connected to a transmission housing, a first motor/generator disposed on the first motor shaft and configured to generate electric energy by receiving torque through the first motor shaft, a second motor shaft disposed without rotational interference with the first motor shaft and operably connected to the third rotation element to receive torque of the engine, and a second motor/generator disposed on the second motor shaft and outputting torque through the second motor shaft.

Abstract: An apparatus and a method for controlling an engine clutch of a hybrid electric vehicle may include a driving information detector to detect demand information for driving and state information of the hybrid electric vehicle, an engine clutch selectively connecting an engine and a motor generating power, and a controller receiving information from the driving information detector and changing a driving mode of the hybrid electric vehicle by controlling an operation of the engine clutch, in which the controller controls standby hydraulic pressure of the engine clutch differently according to a mode changing condition when the driving mode of the hybrid electric is changed from an Electric Vehicle (EV) mode to a Hybrid Electric Vehicle (HEV) mode.

Abstract: A vehicle powertrain includes an engine, a torsion damper connected to the engine, a torque converter, a housing enclosing a clutch, a motor and gearing, and a drive shell surrounding the torque converter, including an input connected to the damper, an output connected to the clutch, the clutch and the motor located between the torque converter and the gearing, the torsion damper located between the engine and the torque converter.

Abstract: An arrangement for a motor vehicle having an electric or hybrid engine includes a power supply battery and reinforcing elements to protect the battery from external stresses applied to the vehicle in a longitudinal and/or transverse direction of the vehicle, in particular in the event of an impact. The reinforcing elements are separate from the battery and separate from an enclosure of the battery in particular. The battery is attached to the reinforcing elements. First structural elements of the chassis of the vehicle are sandwiched and clamped between the battery and the reinforcing elements.

Abstract: An on-board battery charging system for a plug-in electric vehicle has a charging unit for charging a high-voltage battery and a controller for controlling and managing current flow used to support charging related operations for the high-voltage battery. The controller may detect a connection between the on-board battery charging system and electric vehicle supply equipment (EVSE) and is configured to enter a sleep mode when a control pilot signal from the EVSE is either absent or indicative of a delayed charge mode. The charging system may include a wake-by-control pilot circuit operable to wake the controller from the sleep mode when the control pilot signal is detected and when the control pilot signal transitions from a non-zero static DC voltage to an active PWM signal.

Abstract: A hybrid powertrain may include a planetary gear PG that includes three rotational elements with a carrier C coupled to an engine, a motor generator MG directly coupled to one of the remaining two rotational elements of the planetary gear PG, a first driving gear D1 installed to be rotated by receiving driving force from the rotational element coupled to the motor generator MG, a second driving gear D2 installed to be rotated by receiving driving force from the other one of the remaining two rotational elements of the planetary gear PG, an output shaft OUT having a first driven gear P1 and a second driven gear P2 meshed with the first driving gear D1 and the second driving gear D2, respectively, and a first brake BK1 installed to switch a state limiting a rotation of the rotational element coupled to the second driving gear D2.

Abstract: A transmission system of a hybrid electric vehicle may include first and second motor/generators, a planetary gear set, first and second output gears, a brake, a rotation restricting member on an axis of an input shaft receiving torque of an engine in a transmission housing and a hollow shaft disposed at a radial exterior of the input shaft and adapted to transmit the torque of the engine or torque of the first motor/generator to the second output gear, an outer shaft disposed at a radial exterior of the hollow shaft and adapted to transmit torque of the second motor/generator to the first output gear, and a rear cover coupled to a rear end portion of the transmission housing.

Abstract: A control apparatus of a hybrid electric vehicle includes: a clutch provided between an engine and a motor generating power; a transmission serially connected to the motor; a driving information detector detecting driving information including an output speed of the motor, an output speed of the transmission, and a rotation speed of a driving shaft serially connected to the transmission; and a controller limiting an input torque of the motor or an input speed of the motor to a predetermined level or less when a difference between the output speed of the motor and the output speed of the transmission detected by the driving information detector is higher than a predetermined value. As a result, it is possible to prevent a hybrid electric vehicle from starting at an unwanted speed.

Abstract: In an electric-mileage learning when a running mode of a plug-in hybrid vehicle is a CD mode, acquisition of information for the electric-mileage learning is not performed in the case where the running mode is changed from the CD mode to a CS mode during one trip even when the running mode is changed to the CD mode afterward. The electric-mileage learning is performed by calculating a trip electric mileage using only information acquired in the CD mode before a change to the CS mode for the first time. This avoids inclusion of an error caused by running on the uphill road in the CS mode in a learned electric mileage even when the running is performed. This enhances the accuracy of the learned electric mileage, thus accurately calculating a possible EV running distance.