Abstract: A transmission for a hybrid vehicle including a combustion engine and an electric propulsion system may include a forward clutch assembly, a fluid chamber, a fluid supply, and a forward clutch holding valve. The forward clutch assembly may include a hydraulically actuated clutch member in communication with the fluid chamber. The forward clutch holding valve may be in communication with the fluid chamber and the fluid supply. The valve may provide communication between the fluid supply and the fluid chamber when in a first position and may seal the fluid chamber when in a second position, thereby maintaining a fixed quantity of fluid within the fluid chamber.

Abstract: During a standstill, a prescribed rotation speed N3, which is lower than a prescribed rotation speed N2 used during a travel at a low vehicle speed, is set as a minimum rotation speed Nemin (S410), and when a demand for an idle operation has been made (S490), the minimum rotation speed Nemin is set as a target rotation speed Ne* and the value 0 is set as a target torque Te* (S500), whereby an engine is controlled. As a result of this, it is possible to improve the fuel consumption of a vehicle when the engine is operated at idle at standstill compared to a case where the engine is operated at idle at the minimum rotation speed Nemin for which the prescribed rotation speed N2 is set regardless of whether or not the vehicle is at a standstill.

Abstract: An apparatus and method are provided to execute synchronous shifting in a powertrain system having multiple torque-generative devices each operable to independently supply motive torque to the transmission device. The exemplary transmission device comprises a two-mode, compound-split, hybrid electro-mechanical transmission. Operation includes operating in an initial fixed gear ratio, operating the transmission in a mode operation, and, operating the transmission in a final fixed gear ratio. The control system reduces reactive torque of a clutch activating the initial gear, and deactivates the first torque-transfer device when the reactive torque is less than a predetermined value. It determines that speed of an input shaft to the transmission is substantially synchronized with a rotational speed of the second torque-transfer device, and actuates the second torque-transfer device.

Abstract: A motor vehicle having a drive train and a motor unit which can be coupled to the drive train, and at least one electric machine. A freewheel mode is activated to increase the energy efficiency so that the motor vehicle is neither powered nor decelerated by the motor unit, thus allowing the wheels of the motor vehicle to essentially roll freely. In the freewheel mode, the electric machine is operated as a motor which introduces a freewheel mode pull torque to the drive train.

Abstract: A utility vehicle is disclosed having an electric drive. The drivetrain is comprised of batteries, a motor, a transaxle driven by the motor, a rear differential driven by the transaxle, and a prop shaft which is driven by the transaxle and drives a front differential. The batteries are provided in two groups and are supported on the frame of the vehicle.

Abstract: A utility vehicle is disclosed having an electric drive. The drivetrain is comprised of batteries, a motor, a transaxle driven by the motor, a rear differential driven by the transaxle, and a prop shaft which is driven by the transaxle and drives a front differential. The batteries are provided in two groups and are supported on the frame of the vehicle.

Abstract: A method is for controlling an overrun condition in a hybrid vehicle having a combustion engine and additionally at least one electric motor as well as an overrun fuel cutoff, which interrupts a fuel supply to the combustion engine when the vehicle is in an overrun condition and restores the fuel supply when the combustion engine reaches or falls below a restoring speed. At least in a combustion engine at operating temperature, the fuel supply is restored at a restoring speed of at most 200 min?1, e.g., at most 100 min?1 above an idling speed of the combustion engine. The restoring speed may be in the range of the idling speed or only slightly above the latter. The restoring speed is thus clearly lowered as compared to the usual restoring speeds and extends the overrun fuel cutoff phases and thus reduces fuel consumption.

Abstract: The invention essentially concerns a method for fast starting on an up slope or with a high load. Said method uses a power transmission device (1.1) comprising a traction chain. Said traction chain consists in particular of a heat engine (2), a clutch (3), an electrical macine (4), and wheels (6). The invention is characterized in that while the vehicle is stopped or is running at low speed up a slope, the heat engine (2) is stopped, and when the vehicle is accelerated, the heat engine (2) is started using a starting system (7) mechanically independent of the electrical machine.

Abstract: In a drive train and a method for operating the drive train for a motor vehicle, comprising a hydraulically shiftable transmission unit with an input shaft connectable to an internal combustion engine via a first clutch, a first electric motor, and an oil pump which supplies the transmission unit with pressurized oil and which is driven by the internal combustion engine or by an electric pump motor, the electric pump motor for driving the oil pump is in the form of a sensorless electric motor, and if required, the first electric motor is energized and coupled to the oil pump in order to assist starting the electric pump motor.

Abstract: A drive force output apparatus has a controller that sets an upper limit of power allowed to be consumed by an auxiliary based on at least a reference power storage amount corresponding to the reference of the range in which the power storage amount of a power storage is monitored and controls a power generator, an electric motor, and the auxiliary such that drive force corresponding to target drive force is output to a drive shaft while the power consumed by the auxiliary remains equal to or smaller than the upper limit.

Abstract: An electronic control apparatus for a vehicle having an engine control unit 114 controlling an electronically-controlled throttle of an engine and a valve control unit 141 controlling a variable lift mechanism 112 that varies a lift amount of an intake valve are provided. Information of a target lift amount and an actual lift amount is transmitted/received between these control units. Each of the control units diagnoses a state of data transmission from the other control unit, transmits the diagnosis result to the other control unit and, when the diagnosis result of itself and/or the diagnosis result of the other control unit shows an abnormal state, moves to the mode of a fail-safe operation.

Abstract: A long range electric vehicle includes means for switching between a charge depleted power source to a charged power source to extend its travel distance. The electric vehicle carries two battery banks, each bank formed from a plurality of batteries. Current from the batteries is delivered to a motor via a motor controller.

Abstract: A pump drive for a vehicle transmission pump. A transmission input torque member is operable to carry prime mover torque. A source of pump torque includes a pump input torque member circumscribing the transmission input torque member to apply torque to the transmission pump. An overrunning clutch is interposed between the pump input torque member and the transmission input torque member to carry the prime mover torque from the transmission input torque member to the pump torque output member.

Abstract: The driving force control unit for a vehicle comprises a plurality of control modes for controlling a driving force, each of control modes having each driving force characteristic, a vehicle driving condition detecting unit for detecting a vehicle driving condition, a selector for selecting one control mode from the control modes, a temporary selector for changing the current mode to other mode, and a driving force indication value setting unit for setting a driving force indication value according to the vehicle driving condition and the driving force characteristic corresponding to the selected mode by the selector or the temporary selector.

Abstract: The driving force control unit comprises a plurality of control modes for controlling a driving force, each of control modes having each driving force characteristic; a vehicle driving condition detecting unit for detecting a vehicle driving condition; a selector for selecting one control mode from the plurality of control modes; a driving force setting unit for setting a driving force indication value according to the driving force characteristic selected by the selector based on the vehicle driving condition; and a shift lever position detector for detecting a shift lever position of a transmission. The control mode includes a reverse control mode having a reverse driving force characteristic suitable for traveling the vehicle in reverse direction. The driving force setting unit changes the control mode to the reverse control mode when the shift lever is detected in a position of a reverse range, and sets the driving force indication value according to the reverse driving force characteristic.

Abstract: A hybrid drive unit for installation between an internal combustion engine and a vehicle transmission in a motor vehicle. The hybrid drive unit has an electric machine operable, alternatively, as a motor and a generator and having at least one stator and one rotor, the rotor having bearings on a transmission side and on an internal combustion engine side. One set of bearings is provided on the transmission side and, on the internal combustion engine side, the hybrid drive unit is supported on the crankshaft bearings of the internal combustion engine. A non-rotary connection can be established, for example, by means of a flexplate or a torsional vibration damper, between the rotor of the electric machine and the crankshaft of the internal combustion engine. Before the rotor is connected to the crankshaft, the rotor is supported on bearings on the transmission side.

Abstract: In hybrid electric vehicle control, when an engine is cranked by the torque of a first motor-generator to start the engine, the torque of the first motor-generator is corrected according to the crankshaft angle of the engine to prevent the amount of increase in engine rotation speed from fluctuating. Fluctuation in inertia torque is reduced through this control of the torque of the first motor-generator to reduce fluctuation in the cranking reaction force torque exerted on a drive axle. Further, the torque of a second motor-generator is so controlled to cancel out this cranking reaction force torque. Thus, the cranking reaction force torque exerted on the drive axle is accurately canceled out through control of the torque of the second motor-generator to suppress fluctuation in the torque of the drive axle.

Abstract: Upon determination of the connection between the vehicle side connector 54 and the external power supply side connector 94 when the power switch 80 is switched on in the state of the vehicle system shut down, starting up the vehicle system is prohibited and the information that represents the vehicle driving is not possible due to the vehicle side connector 54 being connected to the external power supply 90 or the information that represents requiring disconnection of the vehicle side connector 54 from the external power supply 90 is provided.

Abstract: A process for operating a power train of a vehicle, during an activated internal combustion engine (2) start/stop function. The power train includes the engine (2), which is started with torque from a starter (3), an output (5), and a non-positive shifting element (6A), having a continuously variable transmission, and a starting device (6) arranged between the engine (2) and the output (5). A portion of the torque from the engine (2) and/or the starter (3), depending on a set shifting element (6A) transmission capacity, is directed by starting device (6) toward the output (5). When there is a demand for starting the engine (2), the shifting element (6A) transmission capacity is adjusted to an amount at which at least a portion of the torque, generated by the starter (3), exceeding the needed torque to start the engine (2) during the startup procedure, is directed to the output (5).

Abstract: Right front wheel units (FL, FR) are driven independently by motor generators (MGL, MGR). A power control unit (1) is provided common to the motor generators (MGL, MGR) and integrally controls driving them. Each motor generator (MGL, MGR) and the power control unit (1) are selectively connected by switch circuits (SWL, SWR). The switch circuits (SWL, SWR) are switched by an ECU (3), as appropriate, in accordance with how the vehicle (100) is currently traveling (i.e., a driving force that the vehicle is required to output, and a direction in which the vehicle is traveling). In other words, the vehicle (100) can selectively implement traveling with the left and right front wheel units (FL, FR) both serving as driving wheel units, and traveling with only one of the left and right front wheel units (FL, FR) serving as a driving wheel unit, depending on how the vehicle is currently traveling.

Abstract: A method for determining when in the course of a shift event an on-coming clutch gains torque capacity is provided. The method includes closed-loop controlling an off-going clutch to maintain a predetermined slip threshold by generating an off-going clutch pressure command, causing the on-coming clutch to engage during the closed loop control of the off-going clutch, generating a first derivative with respect to time of the off-going clutch pressure command, and using the first derivative to determine when the on-coming clutch gained torque capacity. A neural network method is preferably employed in analyzing the first derivative to locate a transition in the rate of commanded pressure indicative of off-going clutch release. A corresponding apparatus is also provided.

Abstract: The present invention relates to launch control of a vehicle having an automated manual transmission and an automated clutch selectively engaging an output of an engine to an input of the transmission. When a request for vehicle launch is detected, an output speed of the automated clutch and a desired clutch output torque are obtained. The automated clutch is partially engaged to allow for slip between an input to the clutch and an output from the clutch, and a desired amount of the slip between the input to the clutch and the output from the clutch is determined. A desired engine speed is calculated based on the desired amount of slip, with the engine torque automatically adjusted to obtain the desired engine speed.

Abstract: A method for regulating the speed at which an electric vehicle descends a hill includes determining a position of a shift lever and determining if the vehicle accelerator and/or the vehicle brake are depressed. If the vehicle is in either drive or reverse and neither the vehicle accelerator nor the vehicle brake is depressed, a change in the motor speed is determined based on the current motor speed and a reference motor speed. The current braking assist is then adjusted based on the change in the motor speed such that the motor speed, and therefore the speed of the electric vehicle, remains constant as the vehicle descends the hill.

Abstract: In a reverse drive with power output from an engine, the control procedure of the invention selects a drive point of the higher rotation speed corresponding to the higher accelerator opening among available drive points that ensure output of a target engine power, and controls the engine to be driven at the selected drive point and ensure output of a torque demand corresponding to the accelerator opening to a drive shaft. A required torque level output from a motor MG2 increases with an increase in engine torque under the conditions of a fixed torque demand of the drive shaft and a fixed output power level of the engine 22. Setting a drive point of the higher rotation speed and the lower torque corresponding to a higher level of the accelerator opening ensures output of the torque demand to the drive shaft. Setting a drive point of the lower rotation speed and the higher torque corresponding to a lower level of the accelerator opening improves the drive feeling of the engine.

Abstract: An electrical motor includes a sleeve, a rotational assembly located in the sleeve, and a shaft rotatably mounted about an axis extending longitudinally through the sleeve. The motor also includes an endcap, and a brake mechanism located about the axis of the shaft, the brake mechanism including a spring and a first bushing, wherein the spring forces the first bushing against the endcap to create a static frictional torque between the first bushing and the endcap when the motor is in an off state.

Abstract: A voltage conversion device includes a forward direction conversion circuit for converting an input voltage from a DC power source into a desired output voltage by adjusting a duty ratio of semiconductor element switching. The device further includes a control section that controls the duty ratio according to at least a target output voltage and an output voltage so that the output voltage approaches the target output voltage. Based on an operational value of the control section, it is judged whether a failure has occurred. Thus, it is possible to judge whether a failure has occurred without constituting a dual system.

Abstract: A vehicle drive device includes: an electric motor that drives wheels of a vehicle; a speed reducer that reduces a driving rotation rate of the electric motor; a differential device that distributes an output of the speed reducer to a left wheel and a right wheel of the vehicle; and an engager that is provided between either one of the left wheel or the right wheel of the vehicle and the differential device, and performs an engagement and a disengagement of a drive power therebetween.

Abstract: A differential steering control system and method for a machine includes a motor for steering the machine in a leftwards or a rightwards direction, a continuously variable transmission for moving the machine in a forwards or a backwards direction, and a control unit connected to the motor and the continuously variable transmission. The control unit determines the speed of the continuously variable transmission and based upon the determined speed, modifies a speed of the motor in order to achieve/maintain a desired turn radius for the machine.

Abstract: A method for controlling and regulating a power train of a hybrid vehicle and a power train of a hybrid vehicle having one internal combustion engine, one electric machine, one shifting element and one output in a power flow of the power train and designed with continuously variable transmitting capacity and one clutch device and the internal combustion engine. The electric machine can be operatively interconnected via the clutch device, the hybrid vehicle being optionally driveable via the electric machine and/or via the internal combustion engine and the internal combustion engine can be started via the electric machine. In the operation of the power train, the transmitting capacity of the shifting element during the starting operation of the internal combustion engine is adjusted so that on the output of the power train, a torque abuts which is independent of the starting operation of the internal combustion engine.

Abstract: A vehicle is provided that includes an engine and an electric machine operable to provide torque to drive the vehicle. A control system, including at least one controller, is configured to selectively and automatically start and stop the engine when the vehicle is in a first operating mode. The control system further includes control logic executable to place the vehicle in a second operating mode wherein the engine can be cranked but not started. The execution of the control logic to place the vehicle in the second operating mode is effected by operation of at least one vehicle system.

Abstract: A method is disclosed for controlling an internal combustion engine in a vehicle powertrain. A filtered driver demand for torque at vehicle traction wheels is used to determine an engine torque command. The engine torque command is initialized to a percentage of a target engine torque as a function of variables that may include a smoothness factor.

Abstract: Before an amount of play in a rotation transmitting system is learned, for selecting a gear range, an overshooting control process is performed to cause the angular displacement of a motor to overshoot a target gear range position and then reverse the electric motor. The angular displacement of the motor overshoots the target get gear range position by an overshooting amount that is identical to am amount by which the electric motor is reversed. The overshooting amount is set to a maximum value of a designed amount of play in the rotation transmitting system After the amount of play is learned, for selecting a gear range, a target count is established in view of the learned amount of play and the direction in which the motor rotates, and the motor is stopped at a position where an encoder pulse count coincides with the target count without performing the overshooting control process.

Abstract: Torque pulsations generated in the torque of an engine are obtained from detection signals from a crankshaft angle detection sensor and an engine water temperature detection sensor at the time of an engine starting operation. A control unit controls an MG1 via a drive circuit so that a damping torque of the same phase as the torque pulsations is generated, and ensures that the torque pulsations of the engine are not transmitted to a ring gear from a planetary carrier.

Abstract: A hybrid powertrain has a transmission including a motor and a sensor for sensing rotation of the transmission output member. Motor speed signals are available from the motor controller. Speed signals representative of output speed are calculated from both the speed sensor and the motor speed in conjunction with known speed relationships between the motor and the output. A variety of in-range and dropped signal diagnostics is performed for the sensors and are used in the development of a set of software switches for selecting which of the speed sources is used as the output speed.

Abstract: In control apparatus and method for a hybrid vehicle, a target driving power and a target driving torque are calculates from at least one of detected values and estimated values of both of a vehicle speed and an accelerator opening angle, a target engine speed is calculated from the target driving power; and target values of motor torques of the first and second motors/generators and of an engine torque are set from at least one of revolution speed variation rates of any two revolution elements of a power transmission mechanism of the hybrid vehicle and a running resistance torque, the target engine speed, an engine speed, the target driving power, and the target driving torque in such a manner that no excessive lack in the driving torque for the target driving torque occurs and a deviation between the target engine speed and the engine speed is decreased.

Abstract: A motor charge-discharge torque limit correction coefficient for during cylinder deactivation enlargement assistance, which changes with an increasing trend according to an increase in a regeneration/assistance integrated residual amount which is an integrated value of the energy amount obtained during deceleration regeneration of vehicle, that is a correction coefficient which corrects to decrease an energy management discharge torque limit which is an upper limit value of motor torque set according to for example, an energy state in high voltage electrical equipment and an operating state of the vehicle, when assisting the output from the internal-combustion engine by the motor, is calculated. A value obtained by correcting the energy management discharge torque limit is set to an energy management discharge torque limit for cylinder deactivation enlargement assistance, and a cylinder deactivation upper limit ENG torque is added so as to calculate a cylinder deactivation upper limit torque.

Abstract: An apparatus and method for a floor maintenance vehicle comprises a transaxle rear drive system and a powered front wheel steering system; and a joystick control system providing integrated control of the transaxle rear drive system and the powered steering system by controlling the traverse speed of the transaxle drive with respect to the steering angle such that the sharper the steering angle the lower the maximum traverse speed. A joystick control process for controlling a floor maintenance vehicle comprises receiving a turn signal to a steering control function from a joystick representing an operator desired turn angle, and outputting from the steering control function a turn angle signal; and receiving a speed signal to a traverse control function from a joystick representing an operator desired speed, and receiving the turn angle signal and outputting a transaxle speed control signal based on the speed signal and the turn angle signal.

Abstract: A control device for a vehicle including a motor, an engine, wherein the motor can be drivingly connected with the engine, a torque converter, a transmission mechanism for transmitting the drive torque, which is transmitted via the torque converter from the engine and the motor, to drive wheels, and a controller that controls a driving state of the motor, controls a driving state of the engine, and outputs a torque reduction command for controlling a drive torque of the motor in order to place the drive torque of the motor within a maximum input torque of the transmission mechanism, wherein the maximum input torque is calculated based on a torque ratio of the torque converter when the engine begins driving after the motor begins driving.

Abstract: A control device for hybrid vehicles, including a motor drivingly connected to an engine, a transmission that transmits output torques of the engine and the motor to drive wheels, and a controller that performs torque reduction control by which an input torque to the transmission is reduced, wherein when torque reduction control is consecutively performed, the input torque is reduced at least once by a negative torque output from the motor.

Abstract: Certain exemplary embodiments comprise a method comprising: receiving a measurement of a vehicle speed; receiving information indicative of a drive speed; comparing a value related to the measurement of the vehicle speed with the information indicative of the drive speed to obtain a first speed deviation metric; and controlling a torque output of the drive within a limited range, the limited range at least partially based upon the first speed deviation metric.

Abstract: A method of distributing a torque demand in a hybrid electric vehicle having an internal combustion engine 200 and an electric motor 202 is provided. In hybrid operation, the motor 202 initially starts the vehicle. When the vehicle desired power demand reaches a first vehicle operational parameter, a controller 214 switches the torque demand to the engine 200. An accelerator pedal 220 has a position sensor 222 which determines a non-fixed pedal 220 first position during transition between the motor 202 and engine 200. The accelerator pedal 220 also has a preset second position wherein a maximum of engine 200 torque is requested. The controller 214, cognizant of the accelerator pedal 220 first and second positions, linearly scales the accelerator pedal 220 to provide a uniform torque-responsive accelerator pedal.

Abstract: An electronic engine-governor control is carried out using no arithmetic tables and thus relieving a load to the CPU. A throttle opening is controlled with a control quantity to suppress a difference between the actual revolutions and the target. Calculator 107A is provided for calculating the difference D between the current revolutions and the target Ne(tgt). The difference D is corrected with an adjustment A based on a difference between the current revolutions Ne(0) and the previous revolutions Ne(−1)and an adjustment B based on a difference between the previous revolutions Ne(−1) and the revolutions before previous revolutions Ne(−2). Calculator 107B is provided for calculating an adjustment E in relation to a load from the throttle opening &thgr;TH(0) and the target Ne(tgt). Calculator 107C is provided for calculating D/E, the throttle controlling signal P&thgr;TH.

Abstract: A simplified method is provided for controlling a motor of a bicycle component, especially a power assisting apparatus for a derailleur or a suspension. The method of controlling a motor of a bicycle assembly, basically comprising the steps of supplying current to the motor to move a bicycle component between a first position and a second position, and monitoring current flow to the motor during movement of the bicycle component. Then, stopping flow of current to the motor upon detection of an overcurrent to the motor due to the bicycle component reaching one of the first and second positions after being driven from the other of the first and second positions.

Abstract: A change-speed system for a utility vehicle includes a gear change-speed device operated for change speed in response to an operation of an actuator, a hydraulic clutch for selectively engaging/disengaging power transmission to the gear change-speed device, a current-controlled valve mechanism for feeding pressure oil to the hydraulic clutch and a hydraulic clutch controlling portion for controlling oil pressure in the hydraulic clutch by controlling a value of electric current to the valve mechanism. The hydraulic clutch controlling portion is operable to initiate a disengaging process of the hydraulic clutch based on initiation of the operation of the actuator and operable also to initiate an engaging process of the hydraulic clutch based on completion of the operation of the actuator.

Abstract: A series hybrid vehicle comprising an engine driving an alternator, the engine having a power available at the output shaft of the engine, at least one electric traction motor connected to the alternator by an electric line and an inverter, the inverter allowing the electric traction motor to be operated at a desired torque, the electric line allowing the transfer of an electric traction power, an accelerator control CA at the disposal of the vehicle driver, an actuator acting on the engine, a control device controlling the position of the actuator as a function of the position of the accelerator control, as far as a limitation at least when the desired torque reaches the maximum torque of the electric traction motor, a unit for controlling the propulsion torque of the vehicle, allowing the desired torque to be continuously calculated, in accordance with a chosen sampling period, as a function of the vehicle speed and as a function of a control power P evaluating the power available at the output shaft of the

Abstract: An operating strategy for the components of the drive train is defined as a function of data which characterizes a route to be traveled along. Depending on the operating strategy and the route data, expected energy consumption and a time period for which the energy can be made available are calculated. If the time period is detected as being sufficient, the drive train is controlled in accordance with the operating strategy. If the calculated time period is detected as not being sufficient, an alternative operating strategy is defined and the resulting time period is checked again.

Abstract: A vehicle controller includes a plurality of driving power sources for transmitting torque to a wheel, and a starter for starting a first driving power source of the plurality of diving power sources. The first driving power source is stopped when a prescribed stopping condition is satisfied, and the stopped first driving power source is started by the starter when a prescribed restarting condition is satisfied. When the startability of the first driving power source has been degraded, stopping of the first driving power source is inhibited even when the prescribed stopping condition is satisfied.

Abstract: A control device is provided in a hybrid-driven auxiliary system using an engine and a motor as driving force. The control device includes: an auxiliary unit into which the motor is integrally assembled; current controlling means for controlling an electric current of the motor for driving or generating; current detecting means for detecting the electric current of the motor; and load torque computing means for computing, based on the electric current of the motor, a load torque when the auxiliary unit is operated.

Abstract: A hybrid vehicle control apparatus is provided, wherein an unpleasant sensation is not imparted to a driver depressing an accelerator pedal at the time of departure. In a hybrid vehicle control apparatus with an engine and a motor as the drive sources, and a battery for storing electrical energy from the engine or the kinetic energy of the vehicle converted by the motor, the vehicle is provided with an automatic transmission. Moreover, there is provided a discharge suppression mode which suppresses discharge from the remaining battery charge detected by a battery ECU, and a charge/discharge permit mode which permits charge/discharge of the battery. At a time of vehicle departure, departure assistance is performed only when a degree of throttle opening showing an acceleration intention of the driver exceeds a determination threshold which is larger than a determination threshold for at the time of the discharge/charge permit mode.

Abstract: While a ring gear shaft 126 linked with a drive shaft rotates, a power output apparatus 110 applies a torque to a first motor MG1 attached to a sun gear shaft 125, thereby abruptly increasing a revolving speed of an engine 150, to which a fuel injection is stopped. A torque generated by a frictional force of, for example, a piston in the engine 150 and working as a reaction is applied as a braking torque to the ring gear shaft 126 via a planetary gear 120. The magnitude of the braking torque depends upon the frictional force of, for example, the piston and can be controlled by regulating the revolving speed of the engine 150 by means of the first motor MG1. This control procedure enables the energy consumed by the engine 150 to be output as a braking force to the drive shaft.