Abstract: In performing double drive startup for starting up an engine while cranking the engine by both a first motor and a second motor, the cranking of the engine by one of the first motor and the second motor is finished earlier than the cranking of the engine by the other of the first motor and the second motor.

Abstract: A fluid flow device has a body with a mechanism for altering state of a fluid flowing through the device, an inlet conduit providing inlet of the flowing fluid to the body of the device, an outlet conduit providing outlet of the flowing fluid from the body of the device, and a micro-generator assembly installed in either the inlet conduit or the outlet conduit, the micro-generator assembly having an impeller driven by the flowing fluid, the impeller turning a shaft driving a generator producing a voltage across two output conductors.

Abstract: A method for preventing catastrophic damage in a drivetrain of a wind turbine includes receiving, via a controller, a speed measurement of the generator of the drivetrain. The method also includes determining an electrical torque of a generator of the drivetrain of the wind turbine. The method further includes estimating, via the controller, a mechanical torque of the rotor as a function of at least one of the electrical torque and the speed measurement of the generator. Further, the method includes comparing, via the controller, the estimated mechanical torque to an implausible torque threshold, wherein torque values above the implausible torque threshold speed values greater that the implausible speed threshold. Moreover, the method includes implementing, via the controller, a control action for the wind turbine when the estimated mechanical torque exceeds the implausible torque threshold.

Abstract: A control apparatus of a plug-in hybrid electric vehicle that is provided with a fuel tank, an engine, a battery, and an electric motor. The battery is chargeable by an external power source. The control apparatus includes a fuel deterioration determiner and a regeneration amount limiter. The fuel deterioration determiner determines whether a fuel stored in the fuel tank is deteriorated. The regeneration amount limiter reduces, when the fuel is determined by the fuel deterioration determiner as being deteriorated, a regeneration amount to be less than the regeneration amount of a case where the fuel is determined by the fuel deterioration determiner as not being deteriorated. The regeneration amount is an amount of regeneration of electric power generated by the electric motor upon deceleration of the plug-in hybrid electric vehicle.

Abstract: A control device includes an engine, a starter motor configured to perform engine start, a direct-current-to-direct-current converter, a battery coupled to the starter motor with the direct-current-to-direct-current interposed therebetween, and a controller. The controller is configured to execute control of switching between first and second traveling modes. The direct-current-to-direct-current converter is configured to supply an electric power of the battery to the starter motor, and to lower an output voltage to be supplied thereto. The controller is configured to execute output limit control of lowering the output voltage to lower the output current, in a case where an output current of the direct-current-to-direct-current converter becomes equal to or higher than a threshold. The controller is configured to initiate boost permitting control when initiating the engine start in association with switching from the second to first traveling mode.

Abstract: A device comprises motor controller coupled to a drive motor and a battery pack of a vehicle. The motor controller comprises a processor that is configured to: determine that the vehicle is engaged in a neutral braking mode, and after determining that the vehicle is engaged in the neutral braking mode: select a neutral braking torque curve, determine a rotational velocity of the drive motor, based on the determined rotational velocity of the drive motor, determine an amount of regenerative braking torque to apply to the drive motor based on the selected neutral braking torque curve, apply the determined amount of regenerative braking torque to the drive motor, wherein applying the determined amount of regenerative braking torque to the drive motor results in a regenerative current generated by the drive motor, and supply the regenerative current to the battery pack to at least partially recharge the battery pack.

Abstract: An internal combustion engine is provided with an engine body, a catalyst device provided in an exhaust passage of the engine body and having an exhaust purification catalyst with at least an oxidation function and a microwave absorber contained in a catalyst coat layer formed inside a substrate, and a microwave emitter for irradiating the catalyst device with microwaves. A control device for the internal combustion engine is configured so that if engine startup is requested when a temperature of the exhaust purification catalyst is less than a predetermined temperature, it makes the microwave emitter irradiate the catalyst device with microwaves and operates the engine body so that an air-fuel ratio of exhaust discharged from the engine body becomes a predetermined lean air-fuel ratio leaner than a stoichiometric air-fuel ratio.

Abstract: A gas turbine engine including a compressor has a first compressor section and a second compressor section, a combustor fluidly connected to the compressor, and a turbine fluidly connected to the combustor. The turbine includes a first turbine section and a second turbine section. A first shaft connects the first compressor section and the first turbine section. A second shaft connects the second compressor section and the second turbine section. A fan is connected to the first shaft via a geared architecture. The first shaft includes at least one magnetic section. An electromagnet is disposed radially outward of the first shaft at an axial location of the at least one magnetic section, relative to an axis defined by the gas turbine engine.

Abstract: A hybrid electric aircraft propulsion system at least includes a motor with induction effect to drive a propeller or propulsion fan. The motor is directly supplied from the electrical output of a generator. The generator is driven by a variable speed engine and as such the generator has a output frequency proportional to the speed of the engine. A controller is operatively coupled to the motor, the generator and the engine. The controller is operable to control a speed of the engine and the excitation of the generator to provide an output at a target voltage and frequency to drive the motor at a desired torque and speed.

Abstract: An operation control system for a hybrid vehicle capable of causing the vehicle to travel in parallel mode in which front wheels of the vehicle are driven by an engine and a front motor, capable of fuel cut control to stop fuel supply to the engine during deceleration of the vehicle, and capable of regenerative braking using the front motor, wherein when the vehicle traveling in parallel mode is to be decelerated and SOC of a traction battery is lower than or equal to an electricity-generation determination lower limit value Sbu, Sbd, a hybrid control unit performs first charging promotion control to brake the vehicle by regenerative braking while causing the engine to continue operating by continuing fuel supply.

Abstract: A method for accelerating a vehicle driving forward, in which the vehicle has a propulsion system including a combustion engine with an output shaft (2a), a gearbox (3) with an input shaft (3a), an electric machine (9) comprising a stator and a rotor, and a planetary gear comprising a sun gear (10), a ring gear (11) and a planet wheel carrier (12). When accelerating the vehicle the torque of the electric machine is controlled and the rotational speed of the combustion engine is controlled until the components of the planetary gear have the same rotational speed and may be interlocked.

Abstract: A vehicle includes a starter motor, an engine having an output mechanically coupled to the starter motor, a transmission having an input, and an electric machine mechanically coupled to the transmission input. The vehicle further includes a clutch configured to mechanically couple the electric machine and the output of the engine, and at least one controller. The at least one controller is programmed to initiate an engine start based on driver demand. The controller is further configured to enable pressure to the clutch for the engine start if driver demand is less than a calibratable torque value or enable the starter motor for the engine start if the driver demand is greater than a calibratable torque value. The controller may lock the clutch to the output of the engine in response to the speed of the engine being approximately equal to the speed of the electric machine.

Abstract: A method for braking a vehicle driving forward, in which the vehicle has a propulsion system including a combustion engine with an output shaft (2a), a gearbox (3) with an input shaft (3a), an electric machine (9) comprising a stator and a rotor, and a planetary gear comprising three components in the form of a sun gear (10), a ring gear (11) and a planet wheel carrier (12). The vehicle is driven with one of the components connected to an output shaft of the combustion engine rotating with a lower rotational speed than one of the components connected to the electric machine. When the vehicle is braked, the electric machine is controlled to apply a brake torque to the input shaft of the gearbox, making the rotational speed of the combustion engine increase.

Abstract: A control apparatus is applied to a system including an engine and a compressor for air-conditioning, and adjusts an operating point of the engine when the engine is operated. The control apparatus determines whether or not to allow increase in engine output to drive a compressor based on an air-conditioning request, based on the operating point of the engine before driving of the compressor in relation to a predetermined high-efficiency region including a maximum efficiency point in an efficiency characteristics of the engine, when the compressor is driven in response to the air-conditioning request. The control apparatus controls the engine output such that the operating point of the engine is in the high-efficiency region, if the increase in engine output is determined to be allowed.

Abstract: Provided is a driving device for a hybrid vehicle including a differential mechanism, a first rotating machine and a second rotating machine connected to the differential mechanism, and an engine connected to a predetermined rotating element of the differential mechanism via a clutch, in which torque control for the first rotating machine and the clutch is executed until a rotation speed of the predetermined rotating element reaches a target rotation speed in a case where the engine is started in a state where the clutch is released and a differential torque between torque balanced with a torque command value with respect to the clutch and a torque command value with respect to the first rotating machine is within a predetermined range during the torque control.

Abstract: A hybrid electric vehicle having a discrete ratio transmission shifts according to distinct shift schedules in various operating modes. For example, different shift schedules may be used for operating with the engine off, operating with the engine running, and regenerative braking. When the vehicle transitions from one mode to another, the new shift schedule may schedule a shift that the driver would not expect. To avoid annoying the driver, a control strategy inhibits the shift until either the old strategy would also schedule a shift or a customer event occurs.

Abstract: A drive system and a method of driving a vehicle in which the drive system includes a combustion engine, a brake device for braking the vehicle, an electric machine, an energy storage connected to the electric machine, at least one electric assembly operated by electric energy and a planetary gear including a sun wheel, a ring wheel and a planet wheel holder. A control unit is adapted to, when the vehicle is in motion, a driving moment is demanded and a coupling member is in a first position, based on a comparison between the demanded driving moment and a necessary moment required for operation of the electric assembly, control at least one of the combustion engine, the brake device and the electric machine such that desired electric energy is provided for operation of the electric assembly.

Abstract: In a hybrid vehicle that selects a series mode in which an engine drives a motor generator to generate electric power and a driving motor drives drive wheels, fuel supply to the engine is stopped and motoring in which the motor generator forcedly drives the engine can be performed, failure determination of a front O2 sensor and a rear O2 sensor provided in an exhaust passage of the engine can be performed based on a change in a detection value of the sensors when the fuel supply is stopped, and a throttle valve of the engine is forcedly opened in the motoring.

Abstract: A vehicle drive device in which a friction engagement device, a rotary electric machine, and a speed change device are provided on a power transfer path that connects between an input member drivably coupled to an internal combustion engine and an output member drivably coupled to wheels, the elements provided in this order from the input member side.

Abstract: In the course of starting up an engine during electric travel node, this engine startup system performs a semi-engagement operation (S2) of engaging the clutch while making same slip in order to crank the engine, and then performs a disengagement operation (S4, S5) of disengaging the clutch after starting to crank the engine. The timing for starting the disengagement operation of the clutch is varied depending on the driving force required.

Abstract: A hybrid vehicle having a brake function includes a hybrid starter and generator (HSG) for starting an engine or generating electricity by the engine. A clutch is disposed on a route for transmitting torque of the engine to a wheel, wherein the clutch selectively transmits the torque. A motor is disposed at a rear side of the clutch on the route, wherein the motor adds torque or generates electricity. An inverter is electrically connected to the HSG and the motor, and a battery is electrically connected to the inverter, wherein the battery stores or outputs electrical energy. A controller releases the clutch, controls the motor to generate the electricity through the torque transmitted from the wheel to the motor, and controls the HSG to consume the electricity generated from the motor, if a braking demand condition is satisfied.

Abstract: A motor vehicle with a hybrid drive includes a combustion engine, an electric machine, which can be operated as a motor and used for starting the combustion engine, a control unit, and a starter which can be used for starting the combustion engine. When startup of the combustion engine is imminent, the control unit is designed to select the electric machine and/or the starter for starting the combustion engine depending on at least one operating parameter of the motor vehicle which describes the drive dynamics requirement and/or the torque requirement for the hybrid drive and/or a requirement of a controller of the motor vehicle.

Abstract: A method of operating a drive train (110) for a hybrid electric vehicle, and a drive train, is disclosed. The drive train comprises an internal combustion engine (120), a first electrical machine (130) and electrical energy storage means (150). The internal combustion 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 means. The electrical energy storage means is arranged for supplying electrical energy to at least a second electrical machine (170) for driving wheels (180) of a hybrid electric vehicle.

Abstract: A hybrid-vehicle power generator control apparatus. Based on a difference electric power value, which corresponds to the difference between an electric power generator power command value given by a higher-hierarchy control unit and an output voltage value of an electric power generator, an electric power generator control unit calculates an electric power generator rotation speed command value and based on the calculated electric power generator rotation speed command value, the electric power generator control unit PWM-controls an output of the electric-power conversion system that performs electric conversion between the electric power generator and a battery, so that the rotation speed of the electric power generator is made to keep track of the electric power generator rotation speed command value and the output electric power value of the electric power generator is made to keep track of the electric power generator power command value.

Abstract: Engine control device includes a delay unit which delays or cuts off a flow of current from a first current system, which directs current to a coil, to a second current system, which directs current to a starter motor. When a starter switch, which turns the flow of current from the power source to the first current system on or off, is turned on and electricity flows to the first current system, the delay unit delays the current flowing from the first current system to the second current system. When electricity flows to the first current system as a result of a controller having turned a first switch on, the delay unit cuts off the flow of electricity from the first current system to the second current system.

Abstract: A hybrid vehicle which runs on power from at least one of an electric motor and an engine. When a required output exceeds a sum of an output of the electric motor which is driven by electric power supplied from a battery and an output of the engine while the hybrid vehicle is running on a drive mode in which at least the engine works as a drive source with a clutch engaged, a transmission ratio changing unit increases a ratio of electrical transmission to mechanical transmission of the output of the engine, and an engaging/disengaging control unit releases the clutch at a time point when the mechanically-transmitted output of the engine becomes 0, with the clutch engaged.

Abstract: When the engine being in an idling operation and it is in a running state (S410, S420), a value 1 is set to a learning-determination flag F1 (step S460) and the learning of the idling control value is performed when the transmission is in the state of Lo gear and it is not immediately after a Hi-Lo shifting has been performed (S430 to S450).

Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.

Abstract: A hybrid propulsion system includes a prime mover system, a driving system, an energy storage system, a regenerative braking system, and a control system usable to control operation of the prime mover, driving, energy storage, and regenerative braking systems. The control system receives inputs of geographic location, speed, and terrain features, and manages energy discharge and charge operations.

Abstract: A self-propelled working machine, which performs work by using power of an internal combustion engine 10 and travels by using power of an electric motor 30, includes a mechanical governor 75 for maintaining the engine at a designated engine rotational speed Nf. A load control mechanism for the working machine has a maximum working output calculator that calculates a maximum working output Qf from the designated engine rotational speed, an actual working load calculator that calculates an actual working load Qr from the designated engine rotational speed Nf and a detected actual engine rotational speed Nr, and a limit speed calculator that calculates a limit speed Vc from the maximum working output Qf and the actual working load Qr. A travel controller operates and controls the electric motor 30 by setting a travel speed V to the limit speed Vc when the actual engine rotational speed Nr is decreased to be lower than the designated engine rotational speed Nf.

Abstract: A portable range extender is provided for an electric vehicle having a vehicle controller, and an electric traction motor powered by a battery. The portable range extender has an engine, a dynamoelectric machine coupled to the engine by a shaft and electrically connectable to the vehicle, and a range extender controller for controlling operations of the range extender independently of the vehicle controller. The range extender controller monitors voltage of the battery to automatically activate the range extender when the battery voltage is less than a first threshold value and automatically deactivate the range extender when the battery voltage reaches a second threshold value. The dynamoelectric machine operates as a motor for starting the engine when the battery voltage is less than the first threshold value. In response to prescribed engine conditions, the range extender controller operates the dynamoelectric machine as a generator driven by the engine to generate electric power supplied to the vehicle.

Abstract: The present invention relates to a propeller drive arrangement for vessels used in water-borne traffic, and specifically to a propeller drive arrangement containing a propulsion unit, and to such an arrangement, which contains a propulsion unit, which is turnable relative the hull of the vessel. Particularly the present invention relates to a system and a method for braking a motor of a propulsion unit. The solution for braking the propulsion unit according to the present invention is based on short-circuiting a permanently magnetized motor.

Abstract: The invention relates to a non-railbound land vehicle (2) comprising a drive system with the following components; a combustion engine-generator unit (=VG unit) (14, 16); at least one electric drive motor (18, 20); a power control station (30) for the electric motor that can be operated by the driver of the vehicle and a control electronics (24) that is connected to the VG unit, the electric motor and the power control station.

Abstract: A method is for controlling a multi-phase electrical ship propulsion motor that is supplied with electric energy via a power converter. The ship propulsion motor is preferably a permanently excited motor with at least three windings. The phase currents flowing in the windings are controlled via the power converter to minimize the body noise emitted by the electrical ship propulsion motor.

Abstract: Electronic control for a hydraulic system driving an auxiliary power source is provided, with specific application as a system for controlling the operation of a hydraulically driven AC generator. The system may includes a hydraulic pump, a hydraulic motor drivably connected to the generator, a fluid circuit for circulating fluid from the pump to the motor and back. The fluid circuit may contain a bypass conduit to bypass the motor. The system also includes a proportional servo control valve assembly for controlling the fluid circuits and a control circuit for controlling the proportional control valve assembly. The control system can be capable of controlling the flow of hydraulic fluid to the motor powering the electrical or mechanical system. Sensors for measuring the operating parameters of the system and an operator interface module can influence the operation of the system.

Abstract: A hybrid drive apparatus includes an engine, a first electric motor for generating electric power by using at least a portion of its output and for controlling the speed of the engine and a control unit for controlling the engine and the first electric motor. The control unit performs a prepositioning control for positioning the engine being fuel-cut to a predetermined cranking start position such as a constant crank angle position or a constant cranking load position by the motoring of the first electric motor. As a result, the engine can always be started under identical conditions, and the torque vibrations to be outputted to a wheel have identical waveforms so that a simple torque correction can be made by outputting corresponding waveform data.

Abstract: A vehicle mounted AC generator system having an AC generator mounted outside the engine/transmission compartment and connected by drive shaft with universal joints and a belt driven RPM ratio device. The ratio is set to provide accurate AC generator RPM at a preselected engine RPM. The AC generator is mechanically engageable when certain conditions are met and is disconnected when other conditions are present, including an operator emergency stop switch.

Abstract: A control device for a hybrid vehicle, the hybrid vehicle comprising an engine and a motor as power sources, the control device including: a battery device sending energy to and receiving energy from the motor, a temperature sensor for measuring the temperature of the battery device; a control section which is adapted to execute a warming control operation for the battery device when the temperature of the battery device is low; and a determination section for determining whether a cylinder deactivation operation is permitted for the engine depending on the running state of the engine. The control section executes a vibration control operation for the engine by operating the motor so as to reduce vibration of the engine when it is determined by the determination section that the partial cylinder deactivation operation is permitted for the engine, and to perform the warming control operation for the battery device by executing a vibration control operation for the engine.

Abstract: The method for reducing motor shock of a parallel hybrid electric vehicle equipped with a continuously variable transmission calculates an upper limit of acceleration and an upper limit of jerk of the vehicle based on vehicle speed; calculates a maximum motor torque and a maximum motor torque change rate based on the calculated upper limit of the acceleration and upper limit of the jerk; and generates a motor torque command such that a motor torque is less than the calculated maximum motor torque and a motor torque change rate is less than the calculated maximum motor torque change rate.

Abstract: A prime mover has an internal combustion engine and a motor generator. A setpoint of a torque depends on a variable representing the wish of an operator of the prime mover and on operating variables of the internal combustion engine. Actuating signals for actuators of the internal combustion engine depend on the setpoint of the indicated torque. An actuating signal for the motor generator which is arranged on the output shaft of the internal combustion engine depends on the setpoint of the torque.

Abstract: In a power output apparatus of the present invention, a control unit sets a WOT (wide open throttle) line L2, where the maximum torque of an engine attains, as a boundary between an over drive area and an under drive area in the case where a rotor shaft of an assist motor is set in a state of over drive linkage. The control unit determines a target working point of an outer rotor shaft of a clutch motor, which functions as a drive shaft, based on an externally required output, and selects the WOT line L2 as a performance line of the engine in the case where the target working point of the outer rotor shaft is present in the under drive area. The control unit then sets a switching instruction flag, in order to change the state of linkage of the rotor shaft of the assist motor from the state of over drive linkage to a state of under drive linkage.

Abstract: The hybrid vehicle having an engine, an electric motor, a starter motor that starts the engine, and a power drive unit that drives the electric motor. The control apparatus includes an engine start controller which starts the engine when an engine start is requested. The engine start controller starts the engine using the electric motor if the temperature of the electric motor or the power drive unit is less than a predetermined value. In contrast, if at least one of the temperature of the electric motor or the power drive unit is no less than the predetermined value, the engine start controller starts the engine using the starter motor.

Abstract: A parallel hybrid electric vehicle includes an engine and a motor/generator as a rotary driving source. A differential device has a first shaft connected to the engine, a second shaft connected to the motor/generator, and a third shaft connected to a transmission device. The first and the second shafts can be coupled by a direct clutch. At the time of start of the vehicle with the engine in an idling condition, the motor/generator is controlled to enter a reverse rotation power generating condition, and the engine speed is maintained near an idling speed. After the start of the vehicle, when the motor/generator is in a forward rotation condition, the motor/generator is controlled to operate as a motor to maintain the engine speed at a target speed, and when the engine speed and the motor/generator speed coincide with each other, the direct clutch is made to enter a coupled condition thereby to prevent the occurrence of coupling shock, and also to reduce a driving time of the motor/generator.

Abstract: A hybrid drive apparatus for a vehicle which is capable of improving the response in restarting an engine during the running of a vehicle. As a result, a shock due to deceleration can be reduced. The hybrid drive apparatus for a vehicle incorporates an engine, a motor generator, a clutch, a transmission unit and a control unit for controlling the other elements. The control unit incorporates a standby control device for realizing a constant cranking characteristic to improve the starting response at the start of the engine by transmitting the power of the motor generator to the engine and controlling the engagement pressure of the clutch, thus revolving the engine to a cranking start position.

Abstract: The invention relates to a safety system for a motor vehicle having an internal-combustion engine. Independent quantities are used for the engine control and for the monitoring of the engine control. The control of the internal-combustion engine takes place by way of an operating parameter indicative of the operating condition of the internal-combustion engine--such as the engine load. In contrast, the monitoring of the engine control takes place by means of a quantity indicative of vehicle propulsion, such as the vehicle output torque, which is determined on the basis of a rotational wheel speed. The desired values for the engine control and for the monitoring are determined from the accelerator pedal position. The detection of the corresponding actual values is based on independent input quantities.

Abstract: A hybrid drive system including an engine and an electric motor at least one of which is operated as drive power source to drive a motor vehicle in a selected one of different operation modes. The system is adapted to prevent concurrent operations to change the operation mode and the speed ratio of a power transmitting device or the ratio of torque distribution to front and rear drive wheels, or concurrent operations to change the operation mode and switch the power transmitting device from a non-drive state to a drive state, for avoiding a shock due to a torque variation which would arise from the concurrent operations. The system is alternatively adapted to cut a power transfer from the drive power source to the power transmitting device, or hold the output of the drive power source substantially constant, when the power transmitting device is switched from the non-drive state to the drive state.

Abstract: A power output apparatus 110 includes a planetary gear 120 having a planetary carrier, a sun gear, and a ring gear, an engine 150 having a crankshaft 156 linked with the planetary carrier, a first motor MG1 attached to the sun gear, and a second motor MG2 attached to the ring gear. When the driver steps on an accelerator pedal 164 to change the driving point of the engine 150, the power output apparatus 110 calculates an angular acceleration of the sun gear, calculates a torque used for changing the driving point of the engine 150 by multiplying the angular acceleration by a moment of inertia seen from the first motor MG1 of an inertial system consisting of the first motor MG1 and the engine 150, and drives the second motor MG2 by taking into account the torque. This structure enables a desired torque to be output even in a transient time.

Abstract: A system and method are provided for limiting visible exhaust emissions from a diesel-electric traction vehicle system including a multi-cylinder diesel engine connected for driving a synchronous generator to produce AC electric power, a rectifier connected for converting the AC electric power to DC electric power on a DC link, at least one inverter coupled to the DC link for providing controlled frequency AC power to at least one electric traction motor coupled in driving relationship to at least one wheel of the vehicle. The air-fuel ratio at the engine is regulated to minimize any difference between actual air-fuel ratio and a predetermined preferential air-fuel ratio as a function of engine speed. The air-fuel ratio of an operating engine is measured while monitoring actual visible exhaust emissions in order to create a table of preferential air-fuel ratios as a function of engine speed so that the table values can be used to control visible exhaust without direct monitoring.

Abstract: A series hybrid vehicle comprises a generator 30 driven by an internal combustion engine 40, a battery 20 chargeable by generator 30, an electric motor 10 rotated by electric power of generator 30 and battery 20. A parallel hybrid vehicle comprises. a battery 200 chargeable by an electric motor 100, and selectively uses an internal combustion engine 400 and electric motor 100 as driving source for driving vehicle wheels 900. In these -hybrid vehicles, there is provided a sensor 21 or 201 for detecting the state of charge (SOC) of battery 20 or 200. An output of generator 30 or internal combustion engine 400 is controlled based on each the SOC and a variation the SOC.

Abstract: A method and apparatus for operating a hybrid car which includes an electric motor for driving the car, and an internal combustion engine for power generation. At least first and second vehicle operating parameters, such as accelerator pedal depression depth and actual vehicle velocity, are detected. Based on these vehicle operating parameters, a controller controls the electric motor. From these vehicle operating parameters, a vehicle operating state is determined. The charge state of a battery, which supplies electric power to the electric motor, is also detected. Based on the charge state and the vehicle operating state, a target engine operating state is set for the internal combustion engine. The target engine operating states are determined so that low fuel consumption is ensured. The controller then controls the internal combustion engine to achieve the target engine operating state.