Abstract: An electric drive system includes an energy storage system (ESS), a power conversion system, and an alternating current (AC) traction system. The ESS provides or receives electric power. The ESS includes a first energy storage unit and a second energy storage unit. The power conversion system is electrically coupled to the ESS for converting an input power to an output power. The AC traction system is electrically coupled to the power conversion system for converting the output power of the power conversion system to mechanical torques. The AC traction system includes a first AC drive device and a second AC drive device. An energy management system (EMS) is in electrical communication with the ESS, the AC traction system, and the power conversion system for providing control signals.

Abstract: In a hybrid vehicle including an engine; a first motor configured to generate reverse voltage by rotation; a planetary gear mechanism configured to have three rotational elements connected with a drive shaft coupled with an axle, the engine and the first motor; a second motor configured to input and output power from and to the driveshaft; first and second inverters configured to drive the first and second motors respectively; and an electric storage device, a first control controlling a rotational speed of the engine such that a first electric current to flow through the electric storage device is maximized in a state of gate interruption of the first and second inverters is executed at the time of an evacuation travelling being performed when an ON operation of an accelerator is performed during an inverter failure in which the first and second inverters cannot be normally actuated.

Abstract: A transmission shift is timed for a hybrid electric powertrain as a function of a torque capacity of an electric machine relative to a shifting torque required to change gearings of a transmission. A vehicle is being propelled by the machine, with an engine stopped, when the shift is requested. If the machine has insufficient torque capacity to change transmission gearings, then the shift request is delayed until the engine has started.

Abstract: A method is provided to start a hybrid powertrain to optimize fuel consumption, wherein such hybrid powertrain comprises a combustion engine; a gearbox with input shaft and output shaft; a first planetary gear, connected to the input shaft and a first main shaft; a second planetary gear, connected to the first planetary gear and a second main shaft; first and second electrical machines respectively, connected to the first and second planetary gears; one gear pair connected with the first main shaft; and one gear pair connected with the second main shaft. The method comprising: ensuring that the moveable parts of each of the first and second planetary gears are respectively disconnected from each other; bringing the combustion engine to a predetermined engine speed (nice); and controlling the first and the second electrical machine in such a way that a desired torque (TDrv) is achieved in the output shaft.

Abstract: A control apparatus for a hybrid vehicle determines a scheduled travel route. The control apparatus further determines a downhill section included in the scheduled travel route by using gradient information acquired for a road section at a time when the vehicle has traveled on the road section and using gradient information stored in a navigation database for a road section on which the vehicle travels for a first time. The control apparatus determines a section from a downhill control start point to an end point of the target downhill section as a downhill control section. The downhill control start point is a point located a predetermined first distance closer to the vehicle from a start point of the target downhill section. When the vehicle travels on the downhill control section, the control apparatus executes downhill control.

Abstract: A vehicle includes a traction battery and a controller programmed to, in response to a first ignition cycle after a charging of the traction battery, output a distance until charge prediction based on one or more selected distance estimates from filtered sets of historical data that are derived by filtering historical data based on a time and a day of the first ignition cycle. The selected distance estimates may be from filtered sets having more than a predetermined number of members. The selected distance estimates may be from filtered sets having a variance that is less than an overall historic variance. The filtered sets may include members of an unfiltered set based on a time of day and day of week.

Abstract: An apparatus includes an unit that plans any driving mode of an EV mode in which the motor is used as the drive source and an HV mode in which at least the engine is used as the drive source for each section, into which a route from the current location to the destination is partitioned, when a load for running in each section is set. The setup unit plans the mode using an aspect in which the HV mode is preferentially planned for a section including at least one of a current section including the current location and a section after the current section when a remaining amount of the battery is lower than a threshold of the remaining amount of the battery, and regenerative energy obtained from running load information is higher than or equal to a value determining a restoration of the remaining amount of the battery.

Abstract: A twin charged engine is provided comprising a catalytic converter; a first compressor which, when operated, increases engine load; a second compressor which extracts energy from the exhaust gases to increase the overall engine efficiency; and a controller configured to operate one of at least two modes. A first mode is a standard operating mode in which the system is configured to optimise the efficiency of running of the engine. A second mode is for use under special conditions.

Abstract: A shovel according to an embodiment of the present invention includes an engine; a motor generator that functions as a motor that uses a drive force of the engine and functions as a motor capable of assisting the engine; a power storage system, a swiveling motor; a DC bus that connects the motor generator, the power storage system, and the swiveling motor; and a controller that controls movements of the motor generator, the power storage system, and the swiveling motor. In a case where the power storage system is stopped, the controller supplies electric power of the motor generator that functions as the power generator to the swiveling motor when the swiveling motor is in a power running operation, and supplies regenerative electric power of the swiveling motor to the motor generator that functions as the motor when the swiveling motor is in a regenerative operation.

Abstract: A control device for power conversion device controls a power conversion device in a system driven by the power conversion device to which an electric motor outputs AC power, and includes: a control pulse generation unit configured to generate a control pulse of the power conversion device; and a negative phase creation unit configured to input a pulse signal output by the control pulse generation unit and rotational speed information of the electric motor, and to generate an inverted signal of an output signal of the control pulse generation unit, wherein the pulse signal of a half cycle during one cycle of voltage, the pulse signal being generated by the control pulse generation unit, and a pulse signal of a next half cycle during the one cycle of voltage, the pulse signal being generated by the negative phase creation unit, are symmetrical in positive and negative relationship of voltage.

Abstract: In a vehicle having a vehicle body frame from which left and right front wheels are suspended, a winch is mounted so as to be disposed between the front wheels and configured to appropriately wire a plurality of conductors to a contactor interposed between the winch and a battery. Winch positive and negative side terminals, a battery positive side terminal and a grounding negative side terminal are disposed in a concentrated manner on a terminal disposition face of the contactor. Winch positive and negative side conductors extend from the contactor to the winch side. A battery positive side conductor and a grounding conductor extend from the contactor in directions different from the extending direction of the winch positive and negative side conductors from the contactor and different from each other.

Abstract: A drivability target engine speed is set based on a shift stage based on an accelerator opening level and a vehicle speed and the vehicle speed, and a base driving force is set based on an accelerator required driving force and the drivability target engine speed. When an elapsed time after an accelerator depression amount increases is less than a threshold value, a correction driving force is set based on an increase in accelerator depression amount and an engine, a first motor, and a second motor are controlled such that an effective driving force obtained by adding the correction driving force to the base driving force is output to a drive shaft for a hybrid vehicle to travel.

Abstract: An electric vehicle includes a motor control unit. The motor control unit is configured to repeatedly execute a communication disruption determination for determining whether communication with a main control unit is disrupted; output a communication disruption signal when the motor control unit determines that the communication is disrupted; change a determination procedure of the communication disruption determination such that the communication disruption determination is completed in a shorter time when a crash possibility signal is received prior to the communication disruption determination, than when the crash possibility signal is not received prior to the communication disruption determination; and control a discharge circuit to discharge the electric charge of the smoothing capacitor, when the crash possibility signal is received prior to the communication disruption determination and the communication disruption signal is output.

Abstract: A power transmission device that includes a transmission including a plurality of engagement elements for transmitting power from a motor to axles; a case to accommodate the transmission; a hydraulic control device to control hydraulic pressure to the engagement elements; a hydraulic oil reservoir that stores hydraulic oil; and a first pump that is operated by the power from the motor and that suctions the hydraulic oil from the hydraulic oil reservoir through a strainer and supplies the hydraulic oil to the hydraulic control device.

Abstract: An apparatus and method for controlling cold starting of a mild hybrid vehicle, are disclosed. The method includes: measuring, by a sensor, a cooling water temperature of the vehicle when a request is received to start an engine; operating, by a controller, a starter to drive an engine when the cooling water temperature is less than a preset reference temperature, and stopping the operation of the starter and operating an MHSG to drive the engine when RPM of the engine driven by the starter exceeds a preset reference value. In particular, stepwise starting according to the cold starting of the vehicle is performed. The apparatus and the method are advantageous in that a starter and alternator are simultaneously controlled under a cold starting condition to provide startability and reduce capacity of a starter, reducing manufacturing costs.

Abstract: The invention relates to electrically operated vehicle with power supply system having wind based charging unit with load isolation. The power supply nit has one or more energy storage device with an inverter for supplying AC loads. Two such power supply units are used in an electric vehicle application for supplying the drive load. The power supply units when operated through an intermediate section and an output combiner, supplies to the load with complete isolation from the recharging unit of the system. Due to which, the energy storage devices serves for large distance range.

Abstract: An electric power system of a vehicle with electric propulsion having: an electric machine; a storage system provided with two chemical battery packs electrically separated from each other; an electronic DC/AC power converter, which exchanges electric energy with the storage system and controls the electric machine; a pair of electronic DC/DC power converters, each of which increases the voltage and has a low-voltage side, which is electrically connected only and exclusively to a corresponding chemical battery, and a high-voltage side, which is connected to the electronic DC/AC power converter in parallel to the high-voltage side of the other electronic DC/DC power converter; and a common container, which houses the storage system and the electronic power converters therein.

Abstract: The invention relates to a control unit (40) for driving an electric load, in particular an electric machine, having a first and a second voltage terminal (46, 48) in order to supply the control unit (40) with electrical energy, a capacitor (58), which is connected between the voltage terminals (46, 48), at least one half-bridge (15), which is connected between the voltage terminals (46, 48), wherein the half-bridge (50) has two controllable switches (52, 54), between which there is formed a half-bridge tap (50) for connecting the load, a safety circuit (66), which is designed to close one of the controllable switches (52, 54) of the half-bridge (50) in the event of a fault, a discharge circuit (68), which is designed to connect the voltage terminals (46, 48) electrically in the event of a fault, and having a control circuit (18) which is designed to provide a control signal (78) which triggers the safety circuit (66) and the discharge circuit (68) in the event of the detected fault.

Abstract: Truck mixer comprising a vehicle provided with a heat engine which cooperates with a movement unit having wheels, to effect the movement of the vehicle, a concrete mixer mounted on the vehicle and comprising a drum, and a device to selectively make the drum rotate. The device comprises an electric motor connected to the drum, and an electric energy generator unit suitable to selectively feed the electric motor.

Abstract: An OR circuit 61 of a relay drive unit 60 provides an ON output when at least one of a drive signal output from a battery ECU 52 and a latch signal output from an HVECU 70 is ON signal, while providing an OFF output when both the drive signal and the latch signal are OFF signals. The HVECU 70 switches off the latch signal when the engine operates, while switching on the latch signal when the engine is at stop. When no abnormality of communication with the HVECU 70 is detected and a specified time duration has not elapsed since detection of the abnormality of communication with the HVECU 70, the battery ECU 52 switches on the drive signal. When the specified time duration has elapsed since detection of the abnormality of communication with the HVECU 70, the battery ECU 52 switches off the drive signal.

Abstract: A moving assist apparatus assists a vehicle which includes an internal combustion engine and an electric motor as a driving source to move from a current position to a destination. The moving assist apparatus includes a planning unit configured to, for each section obtained by dividing a traveling route from the current position to the destination, plan one traveling mode from a mode of not maintaining a charge storage amount of a battery and a HV mode of maintaining the charge storage amount of the battery, based on a traveling load associated with the section. The planning unit is configured to replan the traveling mode under a predetermined condition, and when the predetermined condition is satisfied, when a remaining distance of the section on which the vehicle is traveling is less than a threshold a, to replan a current ‘traveling mode to be the traveling mode in priority.

Abstract: A charging apparatus for a vehicle having an energy accumulator includes a charging socket with nine electrically assignable contacts by which the user of the vehicle may establish a charging connection independently of the type of charging supported by the charging source and the used plug.

Abstract: An on-vehicle power supply system and an electric vehicle are provided. The on-vehicle power supply system includes: a power battery (10); a charge-discharge socket (20) connected with an external load (1001); a three-level bidirectional DC-AC module (30) having a first DC terminal connected with a first terminal of the power battery (10) and a second DC terminal connected with a second terminal of the power battery (10); a charge-discharge control module (50) having a first terminal connected with an AC terminal of the three-level bidirectional DC-AC module (30) and a second terminal connected with the charge-discharge socket (20); and a control module (60) connected with the charge-discharge control module (50) and the three-level bidirectional DC-AC module (30), and configured to control the three-level bidirectional DC-AC module (30) to convert a DC voltage of the power battery (10) into an AC voltage.

Abstract: A battery charging system of a vehicle and method for charging a low-voltage battery from a high-voltage battery or an external power supply are provided, where the battery charging system includes an on-board charger (OBC) to charge the low voltage battery either from the high-voltage battery or from the external power supply, and the OBC is powered either by the low-voltage battery or the external power supply.

Abstract: An ECU changes driving force characteristics in accordance with a changeover in mode, such that the vehicle driving torque for the same vehicle speed and the same accelerator opening degree becomes larger during a CD mode than during a CS mode. In changing the driving force characteristics in accordance with the changeover in mode, the ECU executes a slow change process such that the vehicle driving torque approaches a value after the changeover in mode from a value before the changeover in mode as time passes. In this slow change process, the speed of change in the vehicle driving torque in the slow change process is more strictly limited when the changeover in mode is made based on host vehicle position information than when the changeover in mode is made in accordance with the operation of a mode switch.

Abstract: The invention relates to a controller (140) for a hybrid electric vehicle (HEV), the controller (140) being operable to control a HEV to assume a HEV mode of operation in which each of a plurality of actuators (121, 123) of a HEV is controlled to assume a prescribed operational state, the controller being configured to control a HEV to assume an operational mode responsive to data in respect of a route of a journey to be made by a HEV, a route comprising at least one route segment, the controller (140) being configured to determine a target state of charge of an energy storage device (150) of a HEV for each said at least one route segment being a state of charge of an energy storage device (150) that is to be achieved at the end of said at least one segment responsive to the data in respect of a route, the controller (140) being further configured to control the HEV to achieve the target state of charge at the end of said at least one segment.

Abstract: A vehicle includes a transmission, a motor, and at least one controller. The motor is configured to be selectively coupled to the transmission. The at least one controller is programmed to output a fault for a coil temperature sensor of the motor based on an oil temperature of the transmission, a phase current of the motor, and a temperature change in a coil of the motor.

Abstract: A method of determining an equivalence energy factor representing weighting applied between an infeed of energy of thermal origin and an infeed of energy of electrical origin, to minimize on an operating point overall energy consumption of a hybrid motor propulsion plant for an automotive vehicle including a heat engine and at least one electric motor powered by a battery. This factor is controlled in a discrete manner as a function of an instantaneous state of energy of the battery, and of an energy target, and as a function of the vehicle running conditions.

Abstract: The hybrid construction machine includes an engine 11, an electric motor/generator 14, a hydraulic pump unit 17, an electricity storage device 16, an inverter 15, a temperature regulator (16D or 16E), and a hybrid control unit 22. The hybrid control unit 22 executes at least one of first control for controlling a warming-up battery temperature regulator 16D so that it increases a temperature of the electricity storage device 16, second control for controlling the inverter 15 so that it reduces the power output from the inverter 15, and third control for controlling a pump capacity control unit 21 so that it reduces the flow rate of a hydraulic fluid delivered from the hydraulic pump unit 17, according to a charge/discharge history of the electricity storage device 16.

Abstract: A construction machine includes an engine, a load estimation unit that estimates a pump power absorption, a regeneration/powering power demand calculation unit that calculates a regeneration/powering power demand according to a state of charge in an electrical storage device, an engine power demand calculation unit that calculates an engine power demand based on the power absorption and regeneration/powering power demand, and a motor generator control unit that performs rotational speed control or torque control. The control unit includes a control switching unit that switches the rotational speed and the torque control according to the engine power demand and the rotational speed of the engine. The control switching unit switches from the torque control to the rotational speed control when during performance of the torque control, the engine power demand increases and the rotational speed of the engine becomes lower than a predetermined rotational speed.

Abstract: An acceleration/deceleration erroneous operation determination device improves determination accuracy on whether or not a driver is erroneously performing an accelerator operation instead of a brake operation. A pedal opening degree by a driver and a continuation time for which the pedal opening degree is greater than an opening degree threshold value are detected. When the continuation time exceeds a time threshold value, it is determined that the driver is erroneously performing an accelerator operation instead of a brake operation. A vehicle speed of a vehicle, a rising gradient of a road surface, and an accelerator operation time operated by the driver are detected. The opening degree threshold value is made variable in accordance with the vehicle speed, the rising gradient, and the operation time. The time threshold value is made variable in accordance with the vehicle speed, the rising gradient, and the operation time.

Abstract: A primary current threshold is fit between an electrical capacity and electrical load for an electrical distribution component. When a first measured current exceeds the primary threshold, a power limit for the battery powering the component is reduced. When a second measured current is less than a secondary current threshold, the power limit is increased. The primary and secondary thresholds may be set for a plurality of time periods.

Abstract: A power source system provides: an electrical generator including a rectifying circuit configured by one or more rectifying diodes for allowing electric conduction from a ground side to a battery side; a fuse arranged between the electrical generator and a battery; and a driving apparatus including a circuit configured by one or more semiconductor elements having one or more parasitic diodes for allowing electrical conduction from the ground side to the battery side, and a load. The number of parasitic diodes to be connected in series between a ground and the fuse in the driving apparatus is larger than the number of rectifying diodes to be connected in series between the ground and the battery side in the electrical generator. In addition, the circuit switches electrical conduction in the load.

Abstract: A power driving system for an electric vehicle with a motor includes plural battery boxes, a first DC bus, a second DC bus and a power converter. The first DC bus is electrically connected with the battery boxes for selectively receiving electric energy from the battery boxes. The second DC bus is electrically connected with the battery boxes for selectively receiving electric energy from the battery boxes. The power converter is connected between first DC bus and the second DC bus. After the power driving system is changed from a steady state power mode to a driving voltage switching mode, a driving voltage switching process is performed. By the power converter, a voltage of one of the first DC bus and the second DC bus in a steady state is used to adjust a voltage of the other of the first DC bus and the second DC bus.

Abstract: A control apparatus for a plug-in hybrid vehicle having a secondary battery that can be charged with external power includes a stoppage period acquisition unit and a battery control unit. The stoppage period acquisition unit obtains an engine stoppage period in which an internal combustion engine is stopped. The battery control unit controls charging/discharging of the secondary battery. The battery control unit sets an upper limit value of a storage amount of the secondary battery to be lower when the engine stoppage period equals or exceeds a predetermined period than when the engine stoppage period is shorter than the predetermined period.

Abstract: An ECU can select one of a Charge Depleting (CD) mode and a Charge Sustaining (CS) mode. The ECU changes responsiveness of a vehicle driving torque to an operation of an accelerator pedal between the CD mode and the CS mode such that the responsiveness is higher when the CD mode is selected than when the CS mode is selected. When the responsiveness is changed in accordance with mode switching, the ECU further performs a gradually-changing process for bringing the responsiveness from a value before mode switching closer to a value after mode switching as time progresses.

Abstract: A drive system for an electric vehicle includes an input capacitor selectably coupled to a DC power source (e.g., battery) by a contactor. A variable voltage converter couples the input capacitor to a main link capacitor, and an inverter couples the main capacitor to a machine load (e.g., motor and/or generator). During a normal or emergency shutdown, the contactor is opened. In order to quickly discharge the input capacitor when the contactor opens, A) the converter operates in a boost mode to transfer charge from the input capacitor to the main capacitor until the input capacitor discharges to less than a threshold voltage, B) the converter deactivates to prevent transferring charge from the main capacitor to the input capacitor, and C) the main capacitor can then be discharged through the inverter.

Abstract: A method selects one or more power sources in a hybrid electric vehicle (HEV) at a particular moment in time for a current route to optimize energy consumption for the HEV, wherein the HEV includes one or more electric engines (EC) and one or more internal combustion engines, by first determining, in an off-line processor, a regression model that predicts a terminal cost of a state along a route from features associated with the route and the vehicle, using a computed true costs-to-go of multiple states from multitude of real or imaginary routes. In an online processor in the HEV, truncated dynamic programming is performed using the regression model to estimate a terminal cost at an end of a truncated time horizon for a current route. Then, one or more of the power sources are selected for the one or more EC and the one or more ICE based on a minimal cost-to-go of a current state.

Abstract: A hybrid vehicle includes an input device that is used by a user to request an increase in the amount of charge of the power storage device. When a request for increasing the amount of charge is made using the input device, a control device controls charging of a power storage device by a generating device so that charging of the power storage device is promoted, warms a catalyst device by operating an internal combustion engine while limiting the output of the internal combustion engine, and when the warming of the catalyst device and the request for increasing the amount of charge that is made using the input device overlap each other, the control device eases the output limitation of the internal combustion engine.

Abstract: An ECU performs a control process including the steps of: acquiring information about a gear, a vehicle speed, a depression amount of an accelerator pedal, and a transmission mode being selected; calculating a reference value; calculating a restriction value; calculating a target value of the SOC; calculating a required electric power value; and outputting a command value for the engine torque and respective torque command values for a first MG and a second MG.

Abstract: A power I/F unit is for outputting at least one of electric power stored in a power storage device and electric power generated by a motor generator driven by an engine to outside of a vehicle. An ECU selectively executes a first power feeding operation in which external power feeding is performed with the engine actuated and a second power feeding operation in which external power feeding is performed with the engine stopped. The ECU executes the first power feeding operation for a predetermined period from the start of external power feeding.

Abstract: A drive control system is for a hybrid vehicle. The drive control system includes a power split mechanism, a brake mechanism, a first motor, an output member, a second motor and an electronic control unit. The electronic control unit is configured to obtain a temperature of the power split mechanism based on a first time that is a duration of a motor driven state, allow the motor driven state when the obtained temperature obtained by the electronic control unit is lower than a predetermined upper limit temperature, and inhibit the motor driven state when the obtained temperature is higher than or equal to the upper limit temperature.

Abstract: In a vehicle including a plurality of devices (14, 16, 60, and 70 to 74) for operating so as to cause a yaw rate of the vehicle to approach a target yaw rate, a target control amount ??t for the yaw rate for causing a yaw rate ? of the vehicle to approach a target yaw rate ?t is calculated (S20 to S60), for each device, a ratio of a change amount of the yaw rate to an energy loss amount caused by an operation is calculated as an efficiency (S80 to S100), the target control amount is sequentially distributed to the plurality of devices in descending order of the efficiency, to thereby calculate individual target control amounts for the plurality of devices (S110 to S160), and the operations of the respective devices are controlled based on the individual target control amounts (S170).

Abstract: A required traction force determining part is configured to determine a required traction force corresponding to an output rotational speed based on a required traction force characteristic. A command torque determining part is configured to determine a command torque to be transmitted to a motor to obtain the required traction force. An opposite movement determining part is configured to determine that a vehicle is oppositely moving when a vehicle speed becomes a predetermined speed threshold or greater in a direction opposite to a moving direction corresponding to a position of a forward/rearward movement operating member. A traction force assisting part is configured to perform a traction force assisting control when it is determined that the vehicle is oppositely moving. The traction force assisting part is configured to increase the required traction force in the moving direction corresponding to the position of the forward/rearward movement operating member.

Abstract: A vehicle has a display interface and at least one processor that prompts a user via the display interface to construct a rule specifying circumstances in which the vehicle is to be operated in electric mode using a set of operating/environmental parameters such that the rule includes user specified logic. In response to and while sensed operating/environmental parameters satisfy the rule, the vehicle is operated in electric mode.

Abstract: According to this vehicle and control method for the same, an electric motor control device sets a target left power and a target right power, on the basis of the power suppliable by a power supply, power loss dependent on the respective rotation state quantities of a left electric motor and a right electric motor, the target power difference between the left electric motor and the right electric motor, and the target sum of power of the left electric motor and the right electric motor, and controls the left electric motor and the right electric motor using the target left power and the target right power.

Abstract: A control apparatus (30) for a voltage converting apparatus controls a voltage converting apparatus (12) configured to realize one-arm drive by alternatively switching on first and second switching elements (Q1, Q2).

Abstract: An increase in leakage current when a reverse voltage is applied to reverse-blocking insulated gate bipolar transistors is suppressed, thus reducing a loss resulting from the leakage current. A power conversion device includes a bidirectional switch formed by connecting two reverse-blocking insulated gate bipolar transistors having reverse breakdown voltage characteristics in reverse parallel. A control circuit is configured so as to output command signals for bringing the gates of the reverse-blocking insulated gate bipolar transistors, to which a reverse voltage is applied, into an on state.

Abstract: A control apparatus for a vehicle provided with an engine, an electric motor, and a damper disposed in a power transmitting path between said engine and said electric motor, wherein said engine is started with its speed being raised by a drive force of said electric motor, wherein said damper has characteristics of generating a larger hysteresis torque during its torsion in a negative direction of transmission of the drive force from said electric motor toward said engine, than a hysteresis torque generated during its torsion in a positive direction of transmission of a drive force from said engine toward said electric motor, said control apparatus comprising a hybrid control portion configured to ignite said engine by igniting said engine in the process of a rise of the speed of said engine while said damper is subjected to the torsion in the negative direction by said electric motor.

Abstract: A vehicle includes an electric machine configured to provide torque to vehicle wheels, a battery electrically coupled with and configured to provide electric power to the electric machine, a display configured to signal information to an operator, and a processor. The processor is configured to present a vehicle driving range on the display. The vehicle driving range is based on a known vehicle route including at least one route segment, an estimated energy usage for the route segment, an available battery charge, and stored energy consumption data from previous drive cycles.