Abstract: A charge control device for a battery is mounted on a vehicle, the vehicle comprises an engine, a generator driven with power of the engine, the battery configured to be chargeable with electric power generated by the generator, and auxiliary machinery operated with electric power of the battery.

Abstract: When power required by a load is larger than or equal to reception peak-cut power, a secondary battery discharges at a power rate that is larger or equal to a difference between the required power and the reception peak-cut power, and when the required power is smaller than or equal to the reception peak-cut power, the secondary battery discharges at a power rate that is smaller than or equal to the discharge improving power value. When power generated by the load is larger than or equal to transmission peak-cut power, the secondary battery charges at a power rate that is larger or equal to a difference between the regenerative power and the transmission peak-cut power, and when the regenerative power is smaller than or equal to the transmission peak-cut power, the secondary battery charges at a power rate that is smaller than or equal to the charge improving power value.

Abstract: An electric vehicle charger includes a case including a lower case having an opened top surface and in which a connector insertion groove is defined in a side surface thereof and an upper case having an opened bottom surface and covering the opened top surface of the lower case, a circuit board seated on the lower case and on which at least one electrical component of a short-circuit detection part detecting short-circuit of an electric vehicle, a detection part detecting overvoltage and overcurrent during charging of the electric vehicle, a communication module communicating with a charging control part of the electric vehicle, and a display part displaying a charged state of the electric vehicle is mounted, a cable inserted into the lower case, the cable being electrically connected to the circuit board, and a cable connector inserted into the connector insertion groove to guide the insertion of the cable.

Abstract: A regenerative control device of a vehicle an engine; a first motor; a second motor performing regenerative power generation; a battery connected to the first and second motors; and a heating device heating using heat, includes: a determiner determining whether the heating device is in operation or not, and determining whether charging the battery is regulated or not; and a controller performing parallel firing control in which a driving force is given to the engine by the first motor while burning fuel in the engine, during the regenerative power generation when the heating device is in operation and charging the battery is regulated, and setting a target torque of the engine in the parallel firing control to be equal to or lower than a burning limit torque of the engine.

Abstract: A method for operating a hybrid drive device including an internal combustion engine-generator unit as a range extender, at least one electric machine for driving and for decelerating the hybrid vehicle, and a battery. During operation of the at least one electric machine, the electrical power provided by a generator of the internal combustion engine-generator unit and/or the electrical power provided by the at least one electric machine in regenerative mode for charging the battery is/are controlled and/or regulated in such a way that the electrical charging capacity of the battery is below a predefined limiting value.

Abstract: A system includes a grid coupled to an electrical bus; an electrical power modulation device coupled to the electrical bus that can output modified electrical power received from the electrical bus: a blower motor coupled to the electrical power modulation device that can receive the modified electrical power output and can provide a stream of air to affect a temperature of the grid, and a controller. A speed of the blower motor may be based at least in part on an amount of the modified electrical power. The controller can receive an operating parameter, and is responsive to that parameter by causing the electrical power modulation device to vary the amount of the modified electrical power. A blower motor speed may be controlled based at least in part on the operating parameter.

Abstract: A paving machine having electric powered systems in lieu of hydraulic systems for performing work at a work site may include an integrated generator operatively connected to a power source of the paving machine, such as an engine, to produce AC power. A power converter may receive the AC power and output DC power to electric motors, with each electric motor being operatively connected to a corresponding one of a plurality of mechanical components. The power converter may distribute power from the generator to the plurality of electric motors in response to commands to actuate the plurality of mechanical components input at an operator station. The electric powered systems may include propulsion devices, material conveyors, augers and the like.

Abstract: A vehicle includes an engine, a transmission, and an electrical system. The electrical system has an auxiliary starter motor connected to a crankshaft of the engine, a high-voltage motor generator unit (MGU) connected to the crankshaft, and a controller. Execution of instructions by a processor causes the controller to determine a set of powertrain conditions in response to a requested autostart of the engine, e.g., state of charge and/or power limits of a high-voltage energy storage system (HV-ESS), torque limits of the MGU, and/or a crank angle of the engine. The controller determines whether the requested autostart may not succeed relative to a time or noise standard using the set of powertrain conditions, and transmits an autostart command to the MGU when the requested autostart may succeed. The controller transmits the autostart command to the auxiliary starter motor when the requested autostart will not succeed.

Abstract: A method and device for coupling an electric motor shaft with a wheel shaft of a vehicle includes measurement of rotation speed of the electric motor and measurement of rotation speed of the wheels. The method also includes formulating via a closed-loop control a first operating setpoint for the electric motor based on the measured rotation speed of the electric motor and the measured rotation speed of the wheels; formulating a second operating setpoint based on the measured rotation speed of the wheels to which at least one coefficient is applied; controlling the operation of the motor around a final operating setpoint formulated based on adding together the first and second operating setpoints; and coupling, if the measured speed of the wheels to which the at least one coefficient is applied is equal to the measured speed of the motor, the electric motor shaft with the wheel shaft.

Abstract: An apparatus and a method for controlling an engine clutch of a hybrid electric vehicle control a torque of an input shaft of the engine clutch to 0 by using an integrated hybrid starter and generator (HSG) and releases the engine clutch. The method may include: determining whether a release of the engine clutch is required while the hybrid electric vehicle is operating with fuel cut off; calculating an engine friction torque; increasing an output torque of the HSG by an absolute value of the calculated engine friction torque; decreasing a motor torque corresponding to the output torque of the HSG; and releasing the engine clutch when the output torque of the HSG is equal to the engine friction torque.

Abstract: An output control device for an internal combustion engine mounted on an electrically powered vehicle has a power generator driven by the engine, a drive battery that saves a power generated by the power generator and detects an SOC value of a power saving state, and a drive motor that propels a vehicle by using the power generated by the power generator or the power saved in the drive battery, and controls an output of the engine at a time of power generation of the power generator. The output control device sets an engine output determination value corresponding to a boundary at which an operation state of the engine shifts from stoichiometric operation to enriched operation, and limits an output of the engine to equal to or less than the engine output determination value in correspondence with the detected SOC value of the drive battery.

Abstract: The present disclosure is directed towards an adjusted display interface method and apparatus for displaying the charge condition of a battery in a gateway or similar device. In accordance with implementations of the present principles, a mapping is created between the actual battery charge percentage and a desired battery display condition that includes several conditional display levels configured to avoid user confusion.

Abstract: An engine and an electronic control unit perform cooling capacity increase control for compensating for a insufficiency of the cooling capacity of a cooling device. The electronic control unit performs a variety of control for a vehicle, including control of the cooling device. At that time, the electronic control unit calculates the target value of the cooling capacity of the cooling device, calculates the estimate value of the cooling capacity that will be able to be exerted in the future under the current control, compares the target value and the estimate value, and when it is determined from the result of the comparison that the cooling capacity will be insufficient, performs the cooling capacity increase control. The electronic control unit changes the contents of the cooling capacity increase control according to the degree of insufficiency of the estimate value with respect to the target value.

Abstract: A vehicle charging apparatus includes a charging source, a charging plug, a charging socket, a charging control device, an alternating-current charging device and a power switching device.

Abstract: An electric motor control device that performs a voltage phase control includes a voltage generator configured to calculate a d-q axis voltage command value, a stabilization filter having first to fourth filters determined based on a transfer characteristic from an applied voltage to an output electric current and configured to remove resonance characteristics in the d-q axis electric current, and a voltage application unit configured to apply an AC voltage to the electric motor based on the final d-q-axis voltage command value. The stabilization filter is configured to generate the final d-axis voltage command value based on a result obtained by using the first and second filters for each of the d-axis and the q-axis voltage command values and generate the final q-axis voltage command value based on a result obtained by using the third and fourth filters for each of the d-axis and the q-axis voltage command values.

Abstract: Some embodiments relate to a power generation system. The power generation system includes a first generator and a first battery charger. The first battery charger is adapted to charge a first battery and a second battery. The first battery and the second battery are each adapted to provide power to start the first generator. The power generation system further includes a controller that determines a state of charge for each of the first battery and the second battery. Based on the state of charge for each of the first battery and the second battery, the controller determines which of the first battery and the second battery receives charging current from the first battery charger.

Abstract: A transmission system of a hybrid electric vehicle may include two shafts, two hollow shafts and two motor/generators. A first shaft connected to an engine. A first hollow shaft disposed without rotational interference with the first shaft, selectively connected to the first shaft, and provided with a first output gear. A second hollow shaft disposed without rotational interference with the first hollow shaft and provided with a second output gear. A second shaft disposed in parallel with the first shaft and operably connected to the first shaft and the first hollow shaft through a gear unit to selectively transmit torque of the first shaft to the first hollow shaft. Clutches may connect the first shaft and the second shaft selectively to the first hollow shaft. A first motor/generator operably connected to the second hollow shaft and a second motor/generator operably connected to the second shaft.

Abstract: Disclosed is system for a hybrid vehicle in which a rotor in a motor is continuously and directly connected to a transmission and is rotatable with the transmission. A first stator mounted around an exterior side of the rotor is directly connected to a shaft of the engine to be rotatable with the shaft of the engine, and a second stator is fixedly mounted to the exterior side of the motor housing around the rotor. The system may further include a lock-up clutch configured to selectively connect a rotation shaft of the rotor with the shaft of the engine, a first inverter configured to control an operation of the first stator, and a second inverter configured to control an operation of the second stator.

Abstract: A method of operating a drive train for a hybrid electric vehicle, and a drive train, is disclosed. The drive train includes an internal combustion engine, a first electrical machine and electrical energy storage. The engine is coupled to drive the first electrical machine as a generator and the first electrical machine connected to supply electrical energy to the electrical energy storage. The electrical energy storage is arranged for supplying electrical energy to at least a second electrical machine for driving wheels of a hybrid electric vehicle. The method includes sensing a parameter indicating the voltage across the electrical energy storage and, in response to this sensed parameter, controlling the internal combustion engine and/or the first electrical machine such that the first electrical machine gives rise to a voltage output of the first electrical machine such that the electrical energy storage is charged without the need for power electronics.

Abstract: A hybrid vehicle includes: an internal combustion engine having an in-cylinder injection valve directly injecting fuel into a combustion chamber and a port injection valve injecting fuel into an intake port; and a motor generator, and causes a torque equal to a user required torque to act on a drive shaft by controlling output torques of the engine and motor generator. When a misfire is not detected, the hybrid vehicle operates the engine at an engine operation point at which an engine power satisfies an engine required power in a first engine operation line. When a misfire is detected, the hybrid vehicle operates the engine at an engine operation point at which the engine power satisfies the engine required power in a second engine operation line, causes one of the injection valves to inject an entire amount of fuel, and determines which one is abnormal.

Abstract: A power generation device for a utility vehicle having a battery source capable of storing electrical energy and selectively outputting electrical energy and selectively receiving electrical energy, a logic/driver module operably coupled to the battery source and capable of outputting power to a drive system of the utility vehicle, an internal combustion engine capable of outputting a mechanical driving force in response to a control input from the logic/driver module, and an AC induction motor operably coupled to the internal combustion engine via a coupler and electrically coupled to the logic/driver module. The AC induction motor is capable of operating as a generator in response to the mechanical driving force of the internal combustion engine, thereby outputting electrical energy to the logic/driver module, and further is capable of operating as an electric motor in response to input of electrical energy from the logic/driver module.

Abstract: An engine and an electronic control unit perform cooling capacity increase control for compensating for a insufficiency of the cooling capacity of a cooling device. The electronic control unit performs a variety of control for a vehicle, including control of the cooling device. At that time, the electronic control unit calculates the target value of the cooling capacity of the cooling device, calculates the estimate value of the cooling capacity that will be able to be exerted in the future under the current control, compares the target value and the estimate value, and when it is determined from the result of the comparison that the cooling capacity will be insufficient, performs the cooling capacity increase control. The electronic control unit changes the contents of the cooling capacity increase control according to the degree of insufficiency of the estimate value with respect to the target value.

Abstract: To improve the purification action of a catalytic converter that is being heated but has not yet reached a desired operating temperature, the internal combustion engine is driven by an electric machine to convey a flow of heating medium through a catalytic converter for heating purposes before the internal combustion engine is started.

Abstract: A hybrid electric vehicle includes a high voltage DC bus and an internal combustion engine. The internal combustion engine is mechanically coupled to a non self-excited generator/motor which is preferably a switched reluctance machine. A power inverter electrically and bidirectionally couples the high voltage DC bus to the non self-excited switched reluctance generator/motor. Front and rear axle dual DC-AC inverters electrically and bidirectionally couple two traction AC non self-excited switched reluctance motors/gear reducers to the high voltage DC bus for moving the vehicle and for regenerating power. An ultracapacitor coupled to the high voltage DC bus. A bidirectional DC-DC converter interposed between a low voltage battery and the high voltage DC bus transfers energy to the high voltage DC bus and ultracapacitor to ensure that the non self-excited switched reluctance generator/motor operating in the motor mode is able to start the engine.

Abstract: A vehicular heating control system, method, and program acquire an operation value that is a setting by an occupant and, when there is no manual operation, acquire a fuel consumption reduction amount and a fuel consumption amount and, when the fuel consumption reduction amount exceeds the fuel consumption amount and an improvement in fuel economy is expected, execute seat heater control, that is, heating by an electrothermal heater, decrease the wind force of a blower fan, and lower an engine startup threshold value. Heating by an air conditioning system and heating by the electrothermal heater are combined, so a heating effect is obtained while reducing the fuel consumption amount.

Abstract: A hybrid vehicle control apparatus for a hybrid vehicle capable of EV travel generated by a motor-generator with an internal combustion engine is provided. The control apparatus includes a maximum value calculation unit for calculating a maximum value of a supply of electric power for an electrically-heated catalyst, when the internal combustion engine is in a stopped state, provided to the electrically-heated catalyst based on (i) at least one of a start-up electric power required for starting up the engine or an operation electric power required for operating a supplemental device, (ii) an electric power output limit value of the battery, and (iii) an electric power required for a travel of the hybrid vehicle. The control apparatus also includes a power supply controller for controlling the supply of electric power for the electrically-heated catalyst based on the maximum value of the supply of electric power for the electrically-heated catalyst.

Abstract: A drive train (1) of a purely electrically all-wheel drivable motor vehicle has a first axle (2) with axle halves (7, 8) and a differential (9) connecting them, a second axle (3) with axle halves (4, 5) and a differential connecting them, and first and second electric machines (19, 20) for driving the axles (2, 3). The first electric machine (19) is connected via a first transmission (24) to one axle half (7) of the the first axle (2) and the second electric machine (20) is connected via a second transmission (25) to the other axle half (8) of the first axle (2). The two differentials (6, 9) are connected to each other via a shaft (13). The drive train provides an all-wheel drive with simple construction, and standardization.

Abstract: A vehicle includes: an electrical storage device configured to supply electric power to a power receiving system outside the vehicle; a power generating device configured to supply electric power to the electrical storage device and the power receiving system; an engine that is a power source of the power generating device and that has a catalyst for purifying exhaust gas; and a control device. The control device is configured to control the vehicle such that a catalyst temperature becomes a first target value when there is a request to warm up the catalyst while the vehicle is travelling, and the control device configured to control the vehicle such that catalyst temperature becomes a second target value different from the first target value when there is a request to warm up the catalyst while electric power is being supplied to the power receiving system.

Abstract: In a vehicle that includes an electrically heatable first catalyst EHC (140) in an exhaust passageway of an engine and a second catalyst UFC (145) disposed downstream of the EHC, an ECU (150) predicts that the load following starting of the engine will be higher than the load that corresponds to the exhaust gas purification capability of the EHC, and starts an engine motoring control of forcing the engine to turn via an electric motor (S32), if, during a pre-heating control of electrically controlling the EHC prior to starting of the engine, the demanded drive force F is greater than a predetermined value F1 and the amount of increase ?F of the demanded drive force F per unit time is greater than a predetermined amount ?F1.

Abstract: [Problem] To provide a hybrid work vehicle which is simple in configuration, good in ease of mounting on a vehicle and capable of efficiently transmitting motive power. [Solution] The hybrid work vehicle includes: an engine (1); a hydraulic pump (4) which is driven by the engine; a work device (5) which is disposed at the front of the vehicle and performs work using the hydraulic pump as a drive source; a motor/generator (6) which generates electric power by use of the torque of the engine; and a travel drive device which causes the vehicle to travel by rotating and driving wheels by use of the electric power generated by the motor/generator. The hybrid work vehicle is steered while the vehicle bends by way of a center joint (15). The travel drive device includes: a plurality of electric motors (21 and 22); and a propeller shaft (8) which is linked with the plurality of electric motors and transmits motive power from the plurality of electric motors to the wheels.

Abstract: An agricultural vehicle comprises front and rear axle assemblies supported in mutually spaced relation by one or more vehicle frame members that also support a drive train comprising: a) one or more air compressors; b) one or more fuel sources; c) a fuel cell comprising one or more fuel cell modules; and d) one or more electric motors, that are operatively connected together. The air compressor feeds air to the fuel cell, the or each fuel source feeds fuel to the fuel cell and the electric motors are connected or connectable to the fuel cell such that electrical power generated during operation of the fuel cell causes activation of one or more of the motors to power the vehicle.

Abstract: A stackable mobile platform vehicle with a body with attached tires and wheels with a load bearing strength of at least 2500 pounds. In some instances the platform vehicle is powered by an electrical motor coupled to a generator which is powered by an internal combustion engine. A large flat load bearing deck on top of the vehicle is sufficient to support the weight of at least one additional stackable mobile platform vehicle. In some instances electricity produced by the generator can by exported from the mobile vehicle platform for use external to the mobile vehicle platform.

Abstract: The presently described apparatus and method describes the construction, use and operation of a hydraulic hybrid vehicle including the components and the manner by which the components are integrated into a standard electric powered vehicle. The vehicle may be powered by an electric motor, by a hydraulic motor, or by both acting together.

Abstract: A power generation system is disclosed. The power generation system includes an electrical converting device and a repowered portion connected to the electrical converting device. The repowered portion includes a reciprocating internal combustion engine and a gearbox. The reciprocating internal combustion engine is connected to the gearbox by a first connecting structure. The gearbox is connected to the electrical converting device by a second connecting structure.

Abstract: A structural electric tandem axle module (13) for propelling a vehicle such as a large vocational vehicle without applying torque to the chassis frame of the vehicle as the module operates.

Abstract: A start operation is continuously performed until the internal combustion engine starts even when an accelerator pedal opening decreases between initiation and termination of the start operation of the internal combustion engine, and an EV mode is selected again. A motor/generator is controlled such that a torque of the motor/generator exerting to reduce a slippage of the second clutch increases as the accelerator pedal opening decreases during control of the second clutch to start the internal combustion engine, compared to a case where the accelerator pedal opening does not decrease during mode switching.

Abstract: A traveling drive device for a dump truck is provided with an axle housing mounted to a vehicle body, a wheel mounting tube rotatably provided on the outer periphery side of the axle housing, a disk holding cylinder provided on the axial outside of the wheel mounting tube, a brake disk mounted to the disk holding cylinder, and a brake device for applying braking to the brake disk. The disk holding cylinder is configured by a cylindrical body to be mounted to the wheel mounting tube and a plurality of disk mounting legs provided on the cylindrical body. A plurality of U-shaped projections are provided on the outer periphery side of the brake disk at positions corresponding to the respective disk mounting legs. A recessed groove which fits on the disk mounting leg so as to hold a distal end thereof is provided in each of the U-shaped projections.

Abstract: A nonaqueous electrolyte battery includes: an electrode group including a positive electrode and a negative electrode; and a nonaqueous electrolyte including an electrolytic solution, the electrode group including an insulating layer, the insulating layer containing a ceramic, the electrolytic solution including an electrolyte salt and an additive, the electrolyte salt including the compound of formula (1), and the additive being at least one of the compounds of formulae (2) to (14), and the compound of formula (1) being contained in 0.001 mol/L to 2.5 mol/L with respect to the electrolytic solution.

Abstract: A method and apparatus for starting an engine in a hybrid vehicle being driven by an electric motor is disclosed. The motor is operably configured to deliver mechanical power through an automatic transmission to at least one vehicle drive wheel to cause an acceleration of the vehicle. The method involves coupling the engine to the motor to cause an inertial load on the motor thus causing the motor to decelerate to a reduced rotational speed to provide a starting torque to the engine for starting the engine, and causing the automatic transmission to change gear ratio to a target gear ratio associated with the reduced rotational speed while causing the motor to decelerate, the motor being operable to deliver increased torque at the reduced rotational speed, thereby generally maintaining the acceleration of the vehicle.

Abstract: An electric rotating machine includes a power transmission mechanism and an armature. The power transmission mechanism is equipped with a first, a second, and a third rotor. The first rotor includes n soft-magnetic members. The second rotor includes k soft-magnetic members. Note that n and k are an integer more than one. The third rotor is made up of magnets whose number of pole pairs is m where m is an integer more than or equal to one. The armature faces the third rotor. The first, second, and third rotors are arranged so as to establish a magnetic coupling among them. The soft-magnetic members of the first and second rotors and the magnets of the third rotor meet a relation of 2m=|k±n|. This arrangement is capable of achieving the transmission of power regardless of electric energization of the armature.

Abstract: What is disclosed is a tri-hybrid automotive power plant. The power plant is an alternative to standard internal combustion engines and available hybrid or electric vehicle propulsion systems. The power plant includes a hydrogen fuel cell stack, a lithium battery pack and a flexible fuel internal combustion engine. The various components of the power plant are optimized through various disclosed control schemes.

Abstract: Disclosed is a hybrid construction machine in which a power component, including a generator interposed between an engine and a hydraulic pump, has multiple mounting points so as to be stably supported. The hybrid construction machine according to the present invention comprises an engine and a generator mounted in an upper frame, a power component, including the generator, connected between the engine and a hydraulic pump, and a plurality of fixing plates fixed on the upper frame, each of which has a mounting hole for fixing the power component.

Abstract: A vehicle comprises a plurality of motors operatively connected with one another. The vehicle is powered with the plurality of motors individually and in combination with one another to primarily operate each of the plurality of motors within a predetermine efficiency range.

Abstract: An AC drive method and system enables a more efficient and robust energy transfer in vehicles. The system includes an engine and a gearbox driven by the engine, wherein the gearbox has two or more gear ratios, an AC alternator is driven by the gearbox at a variable speed to generate an AC electric current that varies in both frequency and voltage as the speed of the alternator varies, one or more AC traction motors is then powered directly by the AC electric current from the AC alternator.

Abstract: The invention relates to a drive system (10) for an agricultural or industrial vehicle, preferably a tractor (12). Said drive system (19) comprises at least one electric generator (24, 26) as well as a first and a second electric machine (28, 30). The at least one electric generator (24, 26) can be driven using torque generated by a vehicle engine (22). At least one of the two electric machines (28, 30) can be driven using the electric power generated by the electric generator (24, 26). The mechanical torque generated by the first and/or the second electric machine (28, 30) can be transmitted to at least one driving axle (14, 16) of the vehicle in order to allow the vehicle to move. The invention further relates to an agricultural vehicle comprising such a drive system (10).

Abstract: In accordance with exemplary embodiments, a drive system is provided for an electric or hybrid electric vehicle that provides reduces electromagnetic emissions. The system includes, but is not limited to, an electric motor and a transmission having a collar for receiving a portion of a drive shaft. The collar has an inside diameter proportioned to an outside diameter of the drive shaft to cause capacitive coupling between the transmission and the drive shaft thereby reducing electromagnetic emissions along the drive shaft.

Abstract: An electric generator has an outer rotor supported on a housing for rotation about an axis and a shaft input end lying on the axis at a first end of the housing. An inner rotor is supported on the housing for rotation about the axis and has a shaft input end lying on the axis at a second end of the housing. The outer rotor has an outer rotor generator winding. The inner rotor has an inner rotor generator winding. An outer rotor one-way clutch allows the outer rotor to be rotated by its shaft input end only in one direction. An inner rotor one-way clutch allows the inner rotor to be rotated by its shaft input end only in a direction which is opposite the direction of the outer rotor allowed by the outer rotor one-way clutch. Respective internal combustion engines operate the respective rotors.

Abstract: A power generation system is disclosed. The power generation system includes an electrical converting device and a repowered portion connected to the electrical converting device. The repowered portion includes a reciprocating internal combustion engine and a gearbox. The reciprocating internal combustion engine is connected to the gearbox by a first connecting structure. The gearbox is connected to the electrical converting device by a second connecting structure.

Abstract: [Problem] To provide a hybrid wheel loader capable of highly efficient and stable supply of motive power. [Solution] A hybrid wheel loader including: a front work machine (5) provided at the front of a vehicle; power sources including an engine (1) and an electric storage device; and a hybrid control device (20) which controls output of these power sources; characterized in that: a capacitor (11) is provided as the electric storage device; and the hybrid control device makes control to decrease a voltage of the capacitor in accordance with increase of energy held by the vehicle.

Abstract: A method and apparatus for starting an engine in a hybrid vehicle being driven by an electric motor is disclosed. The motor is operably configured to deliver mechanical power through an automatic transmission to at least one vehicle drive wheel to cause an acceleration of the vehicle. The method involves coupling the engine to the motor to cause an inertial load on the motor thus causing the motor to decelerate to a reduced rotational speed to provide a starting torque to the engine for starting the engine, and causing the automatic transmission to change gear ratio to a target gear ratio associated with the reduced rotational speed while causing the motor to decelerate, the motor being operable to deliver increased torque at the reduced rotational speed, thereby generally maintaining the acceleration of the vehicle.