Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that the average torque output by the engine is constant, to set the countertorque such that, as an engine speed of the engine becomes larger, the absolute value of the countertorque becomes larger.

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that the average torque output by the engine is constant, to set the countertorque such that, as an engine speed of the engine becomes larger, the absolute value of the countertorque becomes larger.

A system is disclosed including but not limited to a processor; a hybrid power source for servicing a system load, the hybrid power source comprising a natural gas engine, a diesel engine and a battery; a linear computer program comprising, instructions determining a current system load serviced by power provided from the hybrid power source; instructions to determine a current operating state for the natural gas engine, the diesel engine and the battery; instructions to use linear programming to determine a new operating state for the natural gas engine, the diesel engine and the battery to reduce power consumption servicing the current system load the natural gas engine, the diesel engine and the battery; and instructions to replace the current operating state for the natural gas engine, the diesel engine and the battery to the new operating state for the natural gas engine, the diesel engine and the battery.

An integrated wind and solar solution is provided, including a solar energy collection assembly (100) and a vertical axis wind turbine (400), combined to provide an integrated power output. In preferred embodiments, the vertical axis wind turbine is positioned above the solar energy collection assembly. Concentrating solar mirror collectors (116) are used to direct sunlight to a heat engine (250), which converts the collected heat energy into rotary motion. Rotary motion from the heat engine and from the vertical axis wind turbine preferably are on the same rotating axis (600), to facilitate load sharing between these two sources. A dual axis azimuth-altitude solar panel alignment tracking system is used in order to boost the energy conversion capability of the solar energy collectors.

Embodiments of methods and systems related to operating a mobile asset are provided. In one example, a method for operating a mobile asset includes adjusting a fuel combustion ratio of a plurality of mobile assets based on an emission type exceeding a corresponding threshold, wherein the fuel combustion ratio includes a plurality of fuel types.

Embodiments of methods and systems related to operating a mobile asset are provided. In one example, a method for operating a mobile asset includes adjusting a fuel combustion ratio of a plurality of mobile assets based on an emission type exceeding a corresponding threshold, wherein the fuel combustion ratio includes a plurality of fuel types.

A combined engine system is disclosed which may help to meet electrical power demand of a common load that can vary in an unpredictable manner. The system comprises at least one primary engine and one or more secondary engines. An after-treatment system is connected to the engines to receive exhaust flow from each of the engines. A controller is configured to operate the system in a first operating mode when only the primary engine is running and a second operating mode when the secondary engines are run together with the primary engine. Exhaust flows from each of the engines are passed through the after-treatment system which allows the after-treatment system to be heated by the exhaust flow of the primary engine before receiving exhaust flows from the secondary engines.

A combined engine system is disclosed which may help to meet electrical power demand of a common load that can vary in an unpredictable manner. The system comprises at least one primary engine and one or more secondary engines. An after-treatment system is connected to the engines to receive exhaust flow from each of the engines. A controller is configured to operate the system in a first operating mode when only the primary engine is running and a second operating mode when the secondary engines are run together with the primary engine. Exhaust flows from each of the engines are passed through the after-treatment system which allows the after-treatment system to be heated by the exhaust flow of the primary engine before receiving exhaust flows from the secondary engines.

A vehicle includes a chassis, a driveline and an accessory coupled to the chassis and configured to receive rotational mechanical energy, a first driver and a second driver coupled to the chassis and configured to provide rotational mechanical energy, and a power transmission device. The power transmission device includes a housing coupled to the chassis, a first input shaft configured to receive the rotational mechanical energy from the first driver, a second input shaft configured to receive the rotational mechanical energy from the second driver, a primary output interface coupled to the driveline, a power takeoff shaft radially aligned with the first input shaft and coupled to the accessory, a first clutch configured to selectively rotationally couple the first input shaft to the primary output interface, and a second clutch configured to selectively rotationally couple the first input shaft to the power takeoff shaft.

A vehicle includes a chassis, a driveline and an accessory coupled to the chassis and configured to receive rotational mechanical energy, a first driver and a second driver coupled to the chassis and configured to provide rotational mechanical energy, and a power transmission device. The power transmission device includes a housing coupled to the chassis, a first input shaft configured to receive the rotational mechanical energy from the first driver, a second input shaft configured to receive the rotational mechanical energy from the second driver, a primary output interface coupled to the driveline, a power takeoff shaft radially aligned with the first input shaft and coupled to the accessory, a first clutch configured to selectively rotationally couple the first input shaft to the primary output interface, and a second clutch configured to selectively rotationally couple the first input shaft to the power takeoff shaft.