An engine controller includes: a warm-up control unit that performs warm-up operation for letting the engine continuously operate until an integration value of air intake of the engine comes to a predetermined integration value in order to warm up a catalyst provided in an exhaust system when the engine is first started after start-up of the vehicle; and a continuation control unit that lets the engine continuously operate for a predetermined period subsequent to an end of the warm-up operation. The continuation control unit takes an output value of the engine as a request output value when the request output value of the engine is a predetermined idling output value or more that is smaller than the predetermined warm-up output value and takes the output value as the warm-up output value when the request output value is less than the predetermined idling output value.

A system and method for operating a hybrid vehicle having an engine and an eMachine coupled by a clutch using a hybrid controller is presented. The method determines an idle fuel rate of the engine, determines a hybrid efficiency index for the hybrid vehicle, determines an expected energy storage rate increase for an operating condition where the engine is decoupled from a vehicle transmission using said clutch, multiplies the expected energy storage rate increase by the hybrid efficiency index to determine an expected fuel rate reduction of the engine in the operating condition; and decouples the engine from the vehicle transmission using the clutch if the expected fuel rate reduction is greater than the idle fuel rate.

A gas turbine engine includes a core having a compressor section with a first compressor and a second compressor, a turbine section with a first turbine and a second turbine, and a primary flowpath fluidly connecting the compressor section and the turbine section. The first compressor is connected to the first turbine via a first shaft, the second compressor is connected to the second turbine via a second shaft, and a motor is connected to the first shaft such that rotational energy generated by the motor is translated to the first shaft. The gas turbine engine includes a takeoff mode of operation, a top of climb mode of operation, and at least one additional mode of operation. The gas turbine engine is undersized relative to a thrust requirement in at least one of the takeoff mode of operation and the top of climb mode of operation, and a controller is configured to control the mode of operation of the gas turbine engine.

The invention relates to a power unit, in particular for a hybrid vehicle, having a two-cylinder reciprocating piston engine which comprises two pistons guided in two cylinders in a tandem arrangement and two counter-rotating crankshafts connected to the pistons by connecting rods and having an alternator that can rotate in the opposite direction to the first crankshaft and in the same direction as the second crankshaft. The invention is characterized in that the alternator is in driving engagement with at least the first crankshaft via a traction mechanism and comprises a counterbalance, wherein the first crankshaft is connected via a timing chain or a timing belt to a balancing shaft which carries a further balancing mass. The invention also relates to a vehicle, in particular a hybrid vehicle, having such a power unit.

A variety of methods and arrangements for implementing a start/stop feature in a skip fire engine control system are described. In one aspect, the implementation of the start/stop feature involves automatically turning off an internal combustion engine under selected circumstances during a drive cycle. A determination is made that the engine should be restarted. During the engine startup period, the engine is operated in a skip fire manner such that a desired engine speed is reached.

Hybrid drive for a vehicle, with a combustion engine and with at least one additional drive means, wherein an exhaust gas system with an exhaust gas post-treatment device and a turbine of an exhaust gas turbo-charger is provided for discharging the exhaust gases of the combustion engine and wherein the exhaust gas post-treatment device is arranged in the exhaust gas system in flow direction of the exhaust gases in front of the turbine, as well as a method for operating a hybrid drive.

A control device for hybrid vehicle includes an electronic control unit. The electronic control unit is configured to: calculate required electric power required for a motor for electric power generation as electric power supplied to a motor for drive based on required drive power of the hybrid vehicle; calculate an electric power suppliable time of the capacitor; and determine a rotation speed increase standby time of the internal. combustion engine such that rotation speed increase standby time becomes shorter than a spare time. The spare time is a time obtained by subtracting an electric power generation delay time from the electric power suppliable time. The electric power generation delay time is a time from a time of starting the rotation speed increase until a time of starting electric power generation of the motor for electric power generation.

A hybrid vehicle includes an electric motor, an internal combustion engine, an exhaust emission control device and a controller. The controller is configured to execute catalyst warm-up control for warming up a catalyst of the exhaust emission control device. The catalyst warm-up control includes first control and second control. The first control is control for operating the internal combustion engine at a first operating point. The second control is control for, after the first control is executed, operating the internal combustion engine at a second operating point irrespective of a driving force that is required to propel the hybrid vehicle. An output of the internal combustion engine at the second operating point is larger than an output of the internal combustion engine at the first operating point. The controller is configured to operate the internal combustion engine while an ignition timing of the internal combustion engine at the time when the first control is executed is set to a retarded side with respect to an ignition timing of the internal combustion engine at the time when the second control is executed. The controller is configured to, when the first control is executed, control the variable valve actuating device such that the operation characteristic becomes the first characteristic. The controller is configured to, when the second control is executed, control the variable valve actuating device such that the operation characteristic is changed to the second characteristic. The controller is configured to, after the second control is executed, operate the internal combustion engine on the basis of the driving force that is required to propel the hybrid vehicle and control the variable valve actuating device on the basis of a rotation speed and torque of the internal combustion engine.

The disclosure is directed to an optionally hybrid power system that may operate either as a traditional power system, deriving power from a single power source, or as a hybrid power system, deriving power from multiple types of power sources. An example optionally hybrid power system may include a gas turbine engine and one or more electric motors. When configured as a traditional power system the optionally hybrid power system may derive all power from the gas turbine engine. However, when configured as a hybrid power system, the one or more motors may be coupled to the optionally hybrid power system to supplement the power produced by the gas turbine engine. Additionally, an operator interface that may control the optionally hybrid power system may select from a plurality of operating modes that depend on the configuration of the optionally hybrid power system.

Methods and systems are provided for synergizing the benefits of an engine exhaust driven fuel reformer in a hybrid vehicle system. A vehicle controller may hold the engine in a narrow operating range where fuel reformer operation is optimal while using motor and/or CVT adjustments to address transients generated as driver demand varies. The controller may also adjust an operating range of temperatures of the reformer to enable extended fuel reforming even after the engine of the hybrid has been shutdown.