An auxiliary power unit (APU) for aircraft is provided. The APU includes one or more battery modules for storing electrical power and an integrated controller adapted to operate the one or more battery modules for electrically powering aircraft subsystems for preflight readiness. A remote interface is communicatively coupled with the integrated controller and is adapted for displaying data from the APU and for receiving user instructions for transmission to the integrated controller for governing flow of electrical current between the APU and the aircraft subsystems.

A experimental device is specifically an annular water tank formed by a first arc-shaped water tank, a first special-shaped water tank, a second arc-shaped water tank and a second special-shaped water tank which are sequentially connected head to tail, and the outer perimeter is 70 m to 110 m, wherein the inner walls of both the first special-shaped water tank and the second special-shaped water tank are flat, both of the widths between the outer walls and the inner walls are gradually increased from the two ends to the middle, and water flow pushing equipment which are capable of enabling the maximum water flow velocity in the experimental device to reach a preset value are respectively placed in the first special-shaped water tank and the second special-shaped water tank.

Techniques are described for determining an amount of fuel that is consumed by the body components of a vehicle, based at least partly on sensor data describing the operations of the body components and/or the location of the vehicle. A vehicle is equipped with a body that has any suitable number of body components that perform operations not directly associated with the translational movement of the vehicle from one location to another. Fuel is consumed to provide power (e.g., through power take off) to operate the body components. The vehicle includes sensor device(s) configured to sense the operations of the body components and generate sensor data that describes the operations of the body components. The sensor data is analyzed to determine an amount of fuel that is consumed to power the operations of the body components.

The present disclosure relates to a calibration device for calibrating a virtual flow meter of a production system. The production system includes components for transferring fluid, where the virtual flow meter is configured to estimate a flow rate of the fluid based on property values of the components and values of variable parameters of the components. The calibration device includes a sensitivity determining module configured to calculate a first sensitivity, where the first sensitivity is used to indicate a degree of change of the values of the variable parameters relative to disturbance of the property values, and a calibration module configured to calibrate the virtual flow meter according to the first sensitivity.

The present disclosure relates to a calibration device for calibrating a virtual flow meter of a production system. The production system includes components for transferring fluid, where the virtual flow meter is configured to estimate a flow rate of the fluid based on property values of the components and values of variable parameters of the components. The calibration device includes a sensitivity determining module configured to calculate a first sensitivity, where the first sensitivity is used to indicate a degree of change of the values of the variable parameters relative to disturbance of the property values, and a calibration module configured to calibrate the virtual flow meter according to the first sensitivity.

A system for determining an exhaust flow rate of an exhaust gas produced by an engine comprises a first sensor configured to measure an amount of NOx gases in the exhaust gas. A controller is communicatively coupled to the first sensor. The controller is configured to receive a first sensor signal from the first sensor. The controller is also configured to receive a fuel rate signal corresponding to a rate of fuel consumption by the engine. The controller is configured to determine an air-fuel ratio from the first sensor signal and determine a fuel rate from the fuel rate signal. Furthermore, the controller is configured to determine the exhaust flow rate from the air-fuel ratio and the fuel rate.

A system for determining an exhaust flow rate of an exhaust gas produced by an engine comprises a first sensor configured to measure an amount of NOx gases in the exhaust gas. A controller is communicatively coupled to the first sensor. The controller is configured to receive a first sensor signal from the first sensor. The controller is also configured to receive a fuel rate signal corresponding to a rate of fuel consumption by the engine. The controller is configured to determine an air-fuel ratio from the first sensor signal and determine a fuel rate from the fuel rate signal. Furthermore, the controller is configured to determine the exhaust flow rate from the air-fuel ratio and the fuel rate.

A system and method of calculating a vehicle DTE are provided to calculate a fuel efficiency of each vehicle drive mode, and display a more accurate DTE of each drive mode. The method includes when a driver selects a drive mode and a drive distance of the selected drive mode is accumulated while a vehicle is being driven in the selected mode, collecting drive data including an accumulated drive distance of each drive mode, and fuel efficiency information of each drive mode. A final fuel efficiency of each drive mode is calculated using a drive distance of each drive mode, a consumption energy of each drive mode or a fuel efficiency of each drive mode, and a learning fuel efficiency. A DTE of each drive mode is then calculated based on the calculated final fuel efficiency of each drive mode.

A system and method of calculating a vehicle DTE are provided to calculate a fuel efficiency of each vehicle drive mode, and display a more accurate DTE of each drive mode. The method includes when a driver selects a drive mode and a drive distance of the selected drive mode is accumulated while a vehicle is being driven in the selected mode, collecting drive data including an accumulated drive distance of each drive mode, and fuel efficiency information of each drive mode. A final fuel efficiency of each drive mode is calculated using a drive distance of each drive mode, a consumption energy of each drive mode or a fuel efficiency of each drive mode, and a learning fuel efficiency. A DTE of each drive mode is then calculated based on the calculated final fuel efficiency of each drive mode.

Systems and methods for improving fuel economy in vehicles such as Class 8 trucks are provided. In some embodiments, signals indicating states of the powertrain are collected and used to generate fuel rate optimization values. Fuel rate optimization values may indicate a difference between optimum fuel flow rates and actual fuel flow rates during a vehicle drive cycle. Recorded fuel rate optimization values may be used to compare different vehicle configurations during testing, and may also be used to evaluate vehicle performance during real-world operation.