Abstract: A method of operating a hybrid powertrain including an engine, an electric motor and a high voltage battery includes preventing fuel flow to the engine when the high voltage battery includes a state of charge at or above a pre-defined upper limit, and when the hybrid powertrain is operating in a second fueling condition in which fuel flow to the engine is preferably maintained. The engine is rotated with torque supplied by the electric motor to maintain rotation of the engine without producing any engine torque.

Abstract: A machine having a transmission, a differential, and a drive shaft disposed therebetween has an improvement including a stator with a substantially cylindrical opening extending therethrough, and a rotor that rotates relative to the stator. The rotor is attached to the drive shaft in axial alignment, and rotation of the drive shaft causes a corresponding rotation of the rotor. At least a portion of the drive shaft extends through the opening in the stator. A semi-rigid coupling extends between the stator and the transmission.

Abstract: A rotation speed controller performs a rotation speed control to allow the rotation speed of a first rotating electrical machine to be equal to a start up target value, when an internal combustion engine is started while a frictional engagement device is disengaged. An engagement controller controls a non-synchronization engagement of the frictional engagement device and allows the frictional engagement device to be in a direct engagement state when performing the rotation speed control. A start up instruction unit gives a start up instruction with respect to the internal combustion engine on condition of being directly engaged. The rotation speed controller sets the start up target value so that a rotation speed at the time of a direct connection, which is a rotation speed of the engine while in direct engagement, becomes a start up rotation speed that is set within a startable rotation speed range of the engine.

Abstract: A novel multiple induction electric motor and vehicle that stores electrical power; provides a first and second direct current power input from the stored electrical power; separately produces first and second synchronized variable frequency alternating current control signal from the first and second direct current power inputs, respectively; produces first and second synchronized rotating magnetic fields responsive to the first and second variable frequency alternating current control signals, respectively; induces a first induced magnetic field around a conductor in a first inductive rotor responsive to the first rotating magnetic field; induces a second induced magnetic field around a conductor in a second inductive rotor responsive to the second rotating magnetic field; applies first and second rotational forces between the first and second rotating magnetic fields and the first and second induced magnetic fields to the shaft; and transmits the first and second rotational forces to a drive wheel.

Abstract: A hybrid drive apparatus includes: a drive power source that includes an internal combustion engine, a first electric motor, and a second electric motor; a power transmission mechanism that includes a carrier, a sun gear, and a ring gear, and that is configured to rotate the output shaft of the internal combustion engine by the first electric motor; and plural bearings that each includes an outer ring member and an inner ring member fitted to the outer ring member through a rolling element, and that are provided apart from each other in an axial direction of the output shaft with the carrier being positioned between the bearings. An inner periphery of the outer ring member is positioned more inward in a radial direction of the ring gear relative to a meshing portion between inner teeth of the ring gear and outer teeth of one of the pinion gears.

Abstract: A dual-engine power system is provided to improve the power system of the conventional electric vehicles. The vehicle is driven to move by the electric engine. The necessary power/electricity would be provided by the heat engine. Therefore, the range and the endurance battery of the electric vehicles are extended, and the life of the main battery is also improved. Moreover, the complication of design is simplified, and the costs of production and maintain are reduced.

Abstract: A power supply device for a vehicle that is chargeable from an external power supply (90) provided external to the vehicle, including a main battery (BA) and a battery pack (39) that is attachable to and detachable from the vehicle. The battery pack (39) includes a sub battery (BB1) for driving electric loads (inverters 14 and 22) common to the main battery (BA) and the sub battery (BB1), and a connector (52) provided with a first storage unit storing information related to the sub battery (BB1). The power supply device for the vehicle further includes a control device (30) performing control related to the main battery (BA), and reading the information from the first storage unit and performing control related to the sub battery (BB1).

Abstract: The present disclosure provides a work machine having a frame and a front and rear wheel axle. The machine includes a cab coupled to the frame. The cab is configured to include controls for controlling the operation of the work machine. The machine also includes an electrically-powered drive assembly coupled to the frame and front and rear axles and an inverter electrically coupled to the electrically-powered drive assembly. The machine further includes a platform assembly disposed adjacent the cab and coupled to the frame. The platform assembly comprises an outer wall at least partially surrounding the inverter.

Abstract: An electric generator incorporated into a hybrid vehicle including an engine and an electric drive motor and actuated by the engine, comprises a rotor mounted to one end portion of a crankshaft of the engine such that the rotor is rotatable integrally with the crankshaft; a cylindrical accommodating member surrounding an outer periphery of the rotor; and an air outlet provided on a peripheral wall portion of the accommodating member such that the air outlet opens in the vicinity of the outer periphery of the rotor and is tilted in a forward direction of a rotational direction of the rotor and in a radially outward direction.

Abstract: A hybrid vehicle driving apparatus includes a clutch control device and an automatic transmission control device that are connected to mutually communicate. The clutch control device sends a request to wait gear shift to the automatic transmission control device while front clutch operation is in preparation. The automatic transmission control device that receives the request to wait gear shift determines whether priority is given to engaging or disengaging the front clutch or to shifting gears of the automatic transmission. The automatic transmission control device that is determined to give priority to the front clutch operation sends out a gear shift in stand-by state signal to the clutch control device while maintaining the automatic transmission in a gear shift prepared state. The clutch control device that receives the gear shift in progress signal restrains the front clutch from engaging or disengaging while maintaining the front clutch in an operation prepared state.

Abstract: A powertrain system includes an electric machine mechanically coupled to an internal combustion engine mechanically coupled to a transmission. A method for operating the powertrain system includes determining an engine stall threshold rate during engine operation in a low load condition. A time-rate change in an accessory load is controlled by the electric machine operating in an electric power generating mode in response to the engine stall threshold rate during the engine operation in the low load condition.

Abstract: A process for operating a hybrid vehicle in an internal-combustion-engine-driven mode and/or in an electric-motor-driven mode, wherein, on a route section to be traveled and considered for driving in the electric-motor-driven mode, a change to the electric-motor-driven mode will take place only when a threshold value is exceeded which represents, or correlates with the efficiency advantage achievable on the route section by a change from the internal-combustion-engine-driven mode to the electric-motor-driven mode. Starting from the instantaneous position of the hybrid vehicle, the route is examined in an anticipatory manner with respect to such a route section, wherein the threshold value is adapted when such a route section was recognized and a driving through the route section in the electric driving mode would likely lead to a lowering of the state of charge of an electric energy accumulator into a critical state of charge range.

Abstract: An assembly for supporting a motor of a vehicle powertrain includes a housing, a stator secured to the housing, a bearing having a radial position established by the housing, a member contacting the bearing, and a rotor secured to the member and including a radial outer surface spaced radially from the stator by an air gap established by contact between the bearing and the member.

Abstract: A method for assembling a powertrain includes installing transmission gearing and an input shaft in a housing, installing a bearing in a pump housing and securing the pump housing to a pump plate, piloting on the housing the pump plate into position, seating a stator shaft on the pump housing over the input shaft, and installing over the stator shaft a rotor shaft, a rotor hub engaging the bearing and a clutch hub.

Abstract: A device for a vehicle drive train for generating and transmitting drive torque to components of the drive train. The device comprises a shaft which is connected to the components of the drive train, at least first and second bearings which support the shaft and an electric motor for generating the transmitted drive torque. The electric motor comprises a stator and a rotor which is fixed to the shaft. The rotor is supported by one or more bearing surfaces. The device also comprises elements disposed on the shaft via which drive torque can be transmitted to the components of the drive train while introducing transverse force into the shaft. The rotor of the drive motor is positioned on the shaft such that the bearing surface is located in the region of maximum deflection caused by the transverse force in the shaft.

Abstract: A method for controlling a powertrain for a hybrid electric vehicle having an engine and a motor and gearing for establishing power flow paths from the engine and the motor with common gear elements to vehicle traction wheels. An engine power bias is applied to an engine power command and a bias to a motor torque command to avoid an operating mode in which motor torque is at or near zero, whereby gear rattle due to torque disturbances is avoided.

Abstract: The execution operation curve is set by switching from the EGR-off time operation curve to the EGR-on time operation curve when the EGR is started with the cooling water temperature being more than or equal to the first temperature, the execution operation curve is set by switching from the EGR-on time operation curve to the EGR-off time operation curve f when the cooling water temperature becomes smaller than the second temperature that is lower than the first temperature, and controls the engine. Accordingly, frequent changes of the execution operation curve are restricted. As a result, the operation state of the engine with the EGR performed as necessary is effectively prevented from becoming unstable further.

Abstract: A control method for a powertrain of a hybrid vehicle executing a compound split mode where a first carrier and a second ring gear are selectively connected. More specifically, a controller, determines a target torque of the second motor/generator based on a gear ratio of the first sun gear and the first ring gear, a gear ratio of the second sun gear and the second ring gear, a demand torque of the powertrain, and an output torque of the first motor/generator; determines a compensation value based on a target speed of the engine and a current speed of the engine; and determines a final torque of the second motor/generator based on the target torque of the second motor/generator and the compensation value, and controlling the second motor/generator according to the final torque of the second motor/generator.

Abstract: A method is provided for controlling a hybrid electric vehicle that includes an internal combustion engine having a cylinder provided with an intake valve, an exhaust valve, and a piston configured to rotate the engine's crankshaft. The method includes determining whether deceleration of the vehicle is desired and also includes ceasing supply of fuel to the cylinder when such condition is satisfied. The method additionally includes selecting a fuel-off actuation arrangement for the intake valve via a mechanism configured to provide variable valve timing and lift, such that a magnitude of compression pulses in the cylinder during deceleration is limited. A system for controlling the hybrid vehicle and a vehicle employing such a system are also provided.

Abstract: A technique for fixing permanent magnets of a drive motor rotor for a vehicle may include inserting permanent magnets into a plurality of permanent magnet insertion holes that are formed at a predetermined distance from each other in a circumferential direction of a rotor core, applying magnetic force to the rotor core with a magnetic force generator, such that the magnetic force is formed in an axial or a radial direction of the rotor core to instantly fix the position of the permanent magnets, and adding a fixation material to the permanent magnet insertion holes to fix the permanent magnets.

Abstract: The present invention discloses a novel hybrid electric vehicle. The hybrid electric vehicle comprises a control module to control the charging operation according to at least one of the accelerating information, the speed information, or the gradient information of the vehicle, so as to charge the battery automatically.

Abstract: A powertrain for a vehicle includes an engine and a transmission having an input member, an output member, and a neutral state in which torque is not transmitted from the input member to the output member. A first motor/generator is coupled to the engine. A second motor/generator is coupled with vehicle wheels directly or indirectly through the transmission. The first motor/generator acts as a generator when powered by the engine to provide electric power to the second motor/generator. The second motor/generator acts as a motor when receiving electric power from a battery or from the first motor/generator. A shift selector is moved by a vehicle operator to establish an electric propulsion mode in which the transmission is in the neutral state and the second motor/generator functions as a motor.

Abstract: A system and method for charging a battery of an electric vehicle is disclosed. An embodiment of the present invention enables an internal motor of an electric vehicle to be backdriven. When the internal motor is backdriven, it operates as an electric generator to produce electric power used to charge the electric vehicle's battery.

Abstract: The invention relates to systems and methods for charging a vehicle. A vehicle and charging station can be designed such that an electric or hybrid vehicle can operate in a fashion similar to a conventional vehicle by being opportunity charged throughout a known route.

Abstract: When a drive wheel (3) of a vehicle is driven by a motor generator (10) that operates as a motor, electric power is supplied from a storage battery (20) to the motor generator (10). When the drive wheel (3) is braked by the motor generator (10) that operates as a generator, electric power is supplied from the motor generator (10) to the storage battery (20), and a first thermoelectric conversion element (11) is supplied with electric power from the motor generator (10) to cool the motor generator (10).

Abstract: In a hybrid electric motor vehicle , a power supply system for storing and supplying electrical power includes a motor-generator located onboard the vehicle, driveably connected to the vehicle wheels and producing AC electric power, an energy storage device for alternately storing and discharging electric power, an inverter coupled to the motor-generator and the energy storage device for converting alternating current produced by the motor-generator to direct current transmitted to the energy storage device, and for converting direct current stored in the energy storage device to alternating current transmitted to the motor-generator, an off board source of AC electric power located external to the vehicle, and a charger coupled to said electric power source and the energy storage device for supplying DC electric power to the energy storage device from said AC electric power source.

Abstract: An input/output control device for a secondary battery mounted on a vehicle includes a current estimating unit estimating a battery current input to or output from the secondary battery based on an input/output power of the secondary battery and outputting an estimated value (estimated current (Is)), a current sensor measuring the battery current and outputting a measured value (measured current (It)), and an input/output control unit controlling the input/output power based on the estimated value and the measured value. The input/output control device controls the input/output of the secondary battery, using the measured current (It) as well as the estimated value (Is), and therefore can suppress more reliably significant increase in heating value of the secondary battery and its peripheral parts.

Abstract: An interior permanent magnet (IPM) machine having a rotor and a stator is provided. The rotor includes a radially inner barrier devoid of magnets, and a radially outer barrier having at least one permanent magnet, each barrier having two pockets with one pocket disposed at an angle relative to the other. At least one of the pockets of the inner barrier has a shape of an irregular quadrilateral. At least one of the pockets of the outer barrier has a substantially trapezoidal shape with a first side generally parallel to a second side, wherein the first side has a portion slanted relative to the third side. In such an IPM machine, demagnetization of the outer barrier magnet is limited when operating temperatures and electrical current exceed operating conditions prescribed by design specifications.

Abstract: An arrangement for supplying power to a system includes a first electric drive unit constructed to supply mechanical power to or receive mechanical power from a first coupled system of machines and a second electric drive unit constructed to supply mechanical power to or receive mechanical power from a second coupled system of machines. The first and second coupled system of machines are constructed to receive mechanical power or mechanical energy or to supply mechanical power or mechanical energy. The arrangement further includes a first kinetic energy storage device having a first electrical energy exchange machine which is electrically connected to the first electric drive unit, and a second kinetic energy storage device having a second electrical energy exchange machine which is electrically connected to the second electric drive unit. The first kinetic energy storage device is coupled to the second kinetic energy storage device.

Abstract: A method for controlling a powertrain including an electro-mechanical transmission coupled to an engine and an electric machine includes monitoring a desired input speed; signal processing the desired input speed to create a lead control signal to control the engine, wherein the signal processing includes low pass filtering the desired input speed and applying system constraint limits upon the desired input speed; signal processing the desired input speed to create an immediate control signal to control the electric machine, wherein the signal processing includes delaying the desired input speed by a lead period, low pass filtering the desired input speed, and applying system constraint limits upon the desired input speed; and controlling the powertrain through a powertrain transition based upon the lead control signal and said immediate control signal.

Abstract: A rotation speed controller performs a rotation speed control to allow the rotation speed of a first rotating electrical machine to be equal to a start up target value, when an internal combustion engine is started while a frictional engagement device is disengaged. An engagement controller controls a non-synchronization engagement of the frictional engagement device and allows the frictional engagement device to be in a direct engagement state when performing the rotation speed control. A start up instruction unit gives a start up instruction with respect to the internal combustion engine on condition of being directly engaged. The rotation speed controller sets the start up target value so that a rotation speed at the time of a direct connection, which is a rotation speed of the engine while in direct engagement, becomes a start up rotation speed that is set within a startable rotation speed range of the engine.

Abstract: In a method for operating an electric machine of a drive device, which electric machine has a rotor and a stator, and which drive device has a drive unit, an angular position of the rotor with respect to the stator is determined on the basis of an angle-of-rotation encoder associated with the drive unit.

Abstract: An automotive drive assembly includes a housing configured to be installed in an automobile, a first electric motor component coupled to the housing, a second electric motor component rotatably coupled to the first electric motor component, the first and second electric motor components jointly including at least one magnet and at least one conductive coil configured such that when current flows through the at least one conductive coil, the second electric motor component rotates relative to the first electric motor component, and a transmission assembly including at least one gear coupled to the second electric motor component such that the rotation of the second electric motor component causes movement of the at least one gear. The second electric motor component and the transmission assembly are coupled to the housing such that the transmission assembly substantially supports the second electric motor component when the housing is installed in the automobile.

Abstract: A hybrid vehicle employing an internal combustion engine and an electric drive includes a turbine powered by exhaust gases from the internal combustion engine. The turbine drives a generator which provides electrical power to the electric drive motor and the electrical power storage system for the drive, usually comprising a battery. This exhaust gas energy recovery system may be used with either a serial hybrid system in which the internal combustion engine powers another generator or a parallel system in which both the mechanical outputs of the internal combustion and electric motor are combined to drive the vehicle.

Abstract: A method for operating a drive train of a vehicle in which the drive train has at least an internal combustion engine, an engine clutch, an electric machine, a single and a multi-group manual transmission with synchronized and/or unsynchronized shift elements for shifting gears, an axle transmission, as well as an associated control device for controlling the gear shifts. It is provided for the purpose of expanding the functional possibilities, that the electric machine is used, during gear shifts in the manual transmission, as a mode of synchronization, a synchronization aid, or at least as a shifting aid such that changes in the direction of rotation of the transmission shafts are taken into consideration.

Abstract: A hybrid electric vehicle (HEV) employing a hybrid system using both an internal combustion engine and a second motor/generator as a propelling power source for vehicle propulsion, and also employing a first generator driven by the engine for power generation, an integrated HEV control system is provided to control the engine, and the first and second motor/generators. The integrated HEV control system is also operable for detecting the presence of system failures and thereafter selecting at least one remedial action responsive to the system failures such that the system failures are corrected or minimized. The selected remedial action is also verified as being appropriate, monitored and thereafter executed.

Abstract: In a hybrid vehicle equipped with an engine, a planetary gear mechanism linked to the output shaft of the engine and to a driveshaft, a first motor linked the planetary gear, a second motor inputting and outputting power to and from the driveshaft, and a battery inputting and outputting electric power to and from the motors, when the battery temperature Tb is lower than the preset reference temperature Tbref, drive control prohibits the intermittent operation of the engine and controls the engine and the motors to output the torque demand to the driveshaft with warm-up control of the battery. When the battery temperature Tb is higher than or equal to the preset reference temperature Tbref and the cooling water temperature Tw is higher than or equal to the preset reference temperature Twref, drive control performs the intermittent operation of the engine and controls the engine and the motors to output the torque demand to the driveshaft.

Abstract: A hybrid vehicle equipped with an engine, a planetary gear mechanism linked to the output shaft of the engine and to a driveshaft, a first motor linked to the planetary gear, a second motor inputting and outputting power to and from the driveshaft, and a battery inputting and outputting electric power to and from the motors. When a cooling water temperature Tw of the engine is lower than a threshold Twref, the intermittent operation of the engine is prohibited, and a controller performs a warm-up control on a condition that a battery temperature Tb is a preset reference temperature T?, while performing a low state of charge control on condition that a battery temperature Tb is higher than or equal to a preset reference temperature T? and lower than a preset reference temperature T?.

Abstract: A reluctance machine includes a stator and a rotor. The stator and rotor have a same number of poles. The rotor is configured to rotate about an axis of rotation. Each stator pole is formed of a primary stator pole and an auxiliary stator pole. The auxiliary stator pole is axially aligned with the primary stator pole in the direction of the axis of rotation. Each rotor pole has a length extending in the direction of the axis of rotation sufficient to at least partially cover the primary stator pole and axially aligned auxiliary stator pole. The primary stator poles are actuated with an alternating magnetic field orientation, and the auxiliary stator poles are also actuated with an alternating magnetic field orientation. The field orientations for the primary and auxiliary stator poles are, however, opposite each other such that a primary stator pole its axially aligned auxiliary stator pole have opposite magnetic field orientations.

Abstract: A system and method for controlling engine starting in a hybrid electric vehicle that includes a battery, an engine and a generator acting as a motor control generator power during engine starting so that generator torque complements or assists the engine to develop a stable running speed throughout an engine start event, particularly a cold engine start event, without violating battery power limits.

Abstract: A permanent magnet rotating electrical machine comprises a stator with a stator coil applied in a plurality of slots provided in a stator core, a rotor disposed opposite to the stator with a predetermined gap interposed therebetween, the rotor including a permanent magnet embedded in each of magnet-insertion holes provided in a rotor core of the rotor while polarity of the permanent magnet being varied on a pole-by-pole basis, and end plates disposed at ends of the rotor core, in the axial direction thereof, respectively, in which one end plate of the end plates disposed at the ends of the rotor core, in the axial direction thereof, respectively, is also provided with magnet-insertion holes, and each of the magnet-insertion holes provided in the one endplate is filled up with a non-magnetic material, thereby stopping up each of the magnet-insertion holes provided in the end plate.

Abstract: A method and apparatus is provided for obtaining improved power generation efficiency by operating the primary power source, such as an ICE, only at the most efficient operating modes for a given engine, and simultaneously supplementing the power provided by the ICE with additional power stored in an accumulator, such as an ultra capacitor, as the load demands would otherwise cause that ICE to operate outside of the more efficient operating modes. In the case of a hybrid electric vehicle, the present invention would use banks of ultra-capacitors instead of batteries not just to start the ICE but also to supplement the electric power available for wheel drive motors when the ICE is in operation. According to the present invention, a control device would maintain the ICE at specific operational modes, either off, idle, or specific fuel efficient operating conditions over the entire range of vehicle operation.

Abstract: A vehicle has at least one electric machine that can be operated as a generator, an electrical energy accumulator and a control unit for controlling the at least one electric machine and the electrical energy accumulator. The control unit operates so that in a recovery phase the vehicle can be decelerated by the generator load of the electric machine operated as a generator (2:a) and the resulting electrical energy (1:E) can be stored in the electrical energy accumulator. The control unit is configured so that the at least one electric machine operated as a generator in a recovery phase is operated by said control unit in a chronologically unlimited fashion with a predefinable overload (2?:a, 2?:a, 2??:a).

Abstract: Embodiments include a power processing system and methods of its operation in a plug-in electric vehicle. The power processing system includes at least one AC electric motor, a bi-directional inverter system, and an electronic control system. The electronic control system provides a drive function by providing first control signals to the bi-directional inverter system which, in response, draws DC electrical power from a DC energy source, converts the DC power to AC power, and provides the AC power to windings of the at least one AC electric motor. The electronic control system also provides a charging function by providing second control signals to the bi-directional inverter system which, in response, draws AC power from the windings of the at least one AC electric motor, converts the AC power to DC power, and provides the DC power to the DC energy source in order to recharge the DC energy source.

Abstract: A control device for a vehicle includes a motor configured to drive wheels, a high-voltage battery configured to supply electric power to the motor, and a battery charger configured to charge the high-voltage battery by using a power supply outside the vehicle. The control device further includes a failure detection unit configured to detect a specific failure, and a drive prohibition unit configured to prohibit driving of the vehicle. The drive prohibition unit prohibits the driving of the vehicle when the failure is detected by the failure detection unit in an initial check before start of driving of the vehicle and when the high-voltage battery is charged by using the power source outside the vehicle immediately before the initial check.

Abstract: An electric motor and a vehicle drive device having the same are provided. The electric motor includes a core unit having plural core assemblies fixed to a case, an annular bus ring attached to the core unit, plural supporting members attached the plural core assemblies, respectively, an attachment member holding a first sensor and fixed to a portion of a terminal accommodating portion such that the first sensor is soaked in an oil stored in the case, and an attachment member holding a second sensor and fixed to a portion of a terminal accommodating portion such that the second sensor is positioned at a second position for measuring a temperature of the coils between adjacent terminal accommodating portions which are not soaked in the oil.

Abstract: A drive device for a hybrid vehicle, the drive device includes: an input shaft and an output shaft, which are supported by a case to be rotatable around a rotation-axis; a motor, which includes a rotor integrally coupled with the output shaft and a stator fixed to the case; an input-side rotation member and an output-side rotation member, which have an annular shape; a rotation angle sensor, which detects a rotation angle of the rotor, wherein the rotation angle sensor includes: a rotating sensor member coupled with the output-side rotation member; and a fixed sensor member fixed to the case to detect an angle between the rotating sensor member and the fixed sensor member; a protrusion, which protrudes in a radial direction; a groove to receive the protrusion to be inserted; and a restriction portion, which restricts relative rotation between the rotating sensor member and the output-side rotation member.

Abstract: A power plant 1 for driving driven parts DW and DW includes a prime mover 3, and first and second generator-motors 20, 30. The first generator-motor 20 is comprised of a first stator 22, a first rotor 21 formed by magnets, and a second rotor 23 formed by soft magnetic material elements and disposed between the first stator 22 and the first rotor 21. The second generator-motor 30 is comprised of a second stator 32, a third rotor 31 formed by magnets, and a fourth rotor 33 formed by soft magnetic material elements and disposed between the second stator 32 and the third rotor 31. The first and fourth rotors 21, 33 are mechanically connected to the driven parts DW and DW, and the second and third rotors 23, 31 are mechanically connected to an output shaft 3a of the prime mover 3.

Abstract: An operating method for a hybrid vehicle having an electric motor and an internal combustion engine, in which driving, in particular a start of a journey, occurs in a purely electric-motor mode if a velocity (vF) drops below a predefined limiting value, a temperature (TB) of a vehicle battery drops below a predefined limiting value, a driver's request torque (MF)/activation of an accelerator pedal drops below a predefined limiting value, and a state of charge (SOC) of the vehicle battery exceeds a predefined limiting value, to allow for starting situations in residential areas or underground parking garage.

Abstract: At the time of charging a power storage device from a commercial power supply, electric power from the commercial power supply is applied to a neutral point of each of first and second motor generators. A rotation preventing control unit (222) determines one phase to be subjected to switching control in the first inverter, based on a rotation angle (?1) of the first motor generator. Further, rotation preventing control unit (222) calculates torque generated in the first motor generator, generates a torque control value for canceling out the torque, and outputs the value to a phase voltage operating unit (214) for motor control.