A control method capable of variably applying an existing engine-on line includes: a prediction degree calculation unit to predict a degree to which a temperature of a coolant at a current point after the engine is turned off reaches a target temperature by a request of full automatic temperature control (FATC); a factor determination unit to set reference ranges divided based on an extent that the temperature is close to the target temperature, and to determine a factor value for each reference range so that a predetermined existing engine-on line or a predetermined existing engine-off line is varied by required power; and an engine on/off line determination unit configured to determine a corrected engine-on line or a corrected engine-off line by calculating the existing engine-on line or the existing engine-off line and the factor value in the reference range in which a calculation value is positioned.

A control method capable of variably applying an existing engine-on line includes: a prediction degree calculation unit to predict a degree to which a temperature of a coolant at a current point after the engine is turned off reaches a target temperature by a request of full automatic temperature control (FATC); a factor determination unit to set reference ranges divided based on an extent that the temperature is close to the target temperature, and to determine a factor value for each reference range so that a predetermined existing engine-on line or a predetermined existing engine-off line is varied by required power; and an engine on/off line determination unit configured to determine a corrected engine-on line or a corrected engine-off line by calculating the existing engine-on line or the existing engine-off line and the factor value in the reference range in which a calculation value is positioned.

Embodiments are directed to boosting aircraft engine performance for takeoff and critical mission segments by reducing airflow used for cooling exhaust gases. The airflow is reduced by stopping an accessory blower or by closing an external air vent Eliminating the cooling airflow to the exhaust has the effect of lowering the backpressure on the engine, which thereby increases maximum engine power.

An internal combustion engine includes a crankshaft that is rotatably supported on the crankcase, a cylinder block that is joined to the crankcase and defines a plurality of cylinders in a V-type arrangement in which the cylinders are disposed above a virtual horizontal plane including a rotational axis of the crankshaft and intersect each other at a bank angle, a to-be-detected body that rotates integrally with the crankshaft, and a detection sensor that is mounted from an outside at a position, lower than the virtual horizontal plane, of a front face of the crankcase that receives air flow, is made to face a trajectory of the to-be-detected body, and generates a pulse signal in response to movement of the to-be-detected body. Thereby provided is a structure for disposing a detection sensor that can detect the angular velocity of a crankshaft with high precision in a so-called V-type internal combustion engine.

A hybrid vehicle may include an engine controller that determines an activation state of an oxygen sensor when the engine controller is requested to operate an engine and controls a voltage applied to the oxygen sensor depending on whether or not the oxygen sensor is in an activated state, and a vehicle controller that controls a voltage of a battery of the hybrid vehicle and applies the voltage of the battery to the engine controller. The engine controller outputs an activation demand signal for the oxygen sensor to be activated to the vehicle controller when it is determined that the oxygen sensor is not in the activated state.

A rotary turbine bypass valve comprises a valve chamber and a valve rotor. The chamber is positioned at a junction of an inlet port, an outlet port and a bypass port. The inlet port is configured to receive exhaust gas, the outlet port is configured to fluidly communicate with a turbine inlet, and the bypass port is configured to fluidly communicate with an exhaust aftertreatment device.

The rotor comprises a first and second recess, the first recess defining a primary flow passage, the second recess defining a secondary flow passage. The rotor is rotatable between a first position in which the rotor substantially blocks exhaust gas flow through the bypass port and a second position in which the rotor permits such. The secondary flow passage is configured to selectively permit fluid communication between the inlet port and the bypass port when the primary flow passage is partially blocked.

A rotary turbine bypass valve comprises a valve chamber and a valve rotor. The chamber is positioned at a junction of an inlet port, an outlet port and a bypass port. The inlet port is configured to receive exhaust gas, the outlet port is configured to fluidly communicate with a turbine inlet, and the bypass port is configured to fluidly communicate with an exhaust aftertreatment device.

The rotor comprises a first and second recess, the first recess defining a primary flow passage, the second recess defining a secondary flow passage. The rotor is rotatable between a first position in which the rotor substantially blocks exhaust gas flow through the bypass port and a second position in which the rotor permits such. The secondary flow passage is configured to selectively permit fluid communication between the inlet port and the bypass port when the primary flow passage is partially blocked.

A transport power system is provided. The transport power system includes a prime mover separate from another prime mover used for operating a vehicle, an absolute pressure sensor configured to sense an absolute pressure, and a controller. The controller is configured to determine an altitude of the transport power system based on a first absolute pressure sensed during a start-up sequence of the transport power system prior to running of the prime mover, adjust a power output upper limit for the prime mover based on the determined altitude, and control an operation of the prime mover of the transport power system not to exceed the adjusted power output upper limit.

A hybrid vehicle control method for a hybrid vehicle is provided for a drive system including an internal combustion engine, a generator that is driven by the internal combustion engine, and a battery that is charged with electric power generated by the generator. A target power generated by the generator is set and the target engine output is calculated for the internal combustion engine according to the target generated power. The air density in the environment in which the vehicle travels is detected. The target engine output is corrected based on the detected air density with respect to the decrease in air density, and the generated power of the generator is made to follow the target generated power. The execution of air density correction is permitted or stopped depending on an operating state of the drive system.

A hybrid vehicle control method for a hybrid vehicle is provided for a drive system including an internal combustion engine, a generator that is driven by the internal combustion engine, and a battery that is charged with electric power generated by the generator. A target power generated by the generator is set and the target engine output is calculated for the internal combustion engine according to the target generated power. The air density in the environment in which the vehicle travels is detected. The target engine output is corrected based on the detected air density with respect to the decrease in air density, and the generated power of the generator is made to follow the target generated power. The execution of air density correction is permitted or stopped depending on an operating state of the drive system.