The invention is an automobile with two engines, where one engine is mounted in the front of the car and one is mounted in the back of the vehicle. A common drive shaft rotational part is run from engine to engine underneath the vehicle. A machine functioning as both a transmission and a differential is located affixed to the flywheel or clutch of both engines. The common driveshaft is run from trans differential to trans differential. Both engines share a common computer system performing the functions such as ignition and electronic fuel injection.

The invention is an automobile with two engines, where one engine is mounted in the front of the car and one is mounted in the back of the vehicle. A common drive shaft rotational part is run from engine to engine underneath the vehicle. A machine functioning as both a transmission and a differential is located affixed to the flywheel or clutch of both engines. The common driveshaft is run from trans differential to trans differential. Both engines share a common computer system performing the functions such as ignition and electronic fuel injection.

A method for synchronizing shifting of transmissions across marine propulsion devices. The method includes receiving a signal to shift the transmissions and identifying a predetermined shifting time for each of the transmissions, where the predetermined shifting time represents an elapsed time between starting the shifting and completing the shifting. The method further includes comparing the predetermined shifting times to determine a longest shifting time, calculating for each of the transmissions an offset time that is a difference between the corresponding predetermined shifting time and the longest shifting time, and sending a signal to start the shifting of each of the transmissions after waiting the offset time for that transmission such that the transmissions all complete the shifting at the same time.

A method for synchronizing shifting of transmissions across marine propulsion devices. The method includes receiving a signal to shift the transmissions and identifying a predetermined shifting time for each of the transmissions, where the predetermined shifting time represents an elapsed time between starting the shifting and completing the shifting. The method further includes comparing the predetermined shifting times to determine a longest shifting time, calculating for each of the transmissions an offset time that is a difference between the corresponding predetermined shifting time and the longest shifting time, and sending a signal to start the shifting of each of the transmissions after waiting the offset time for that transmission such that the transmissions all complete the shifting at the same time.

An engine speed control device for a vessel in which a plurality of outboard motors are mounted on a hull, has a control unit that performs control, on the basis of an operation of one switch, so as to set engines of the outboard motors to a synchronous mode in which the engines have an identical engine speed, wherein the control unit determines in advance an engine to serve as a reference among the engines of the outboard motors, and automatically changes the mode to the synchronous mode in which the engine speeds of engines other than the reference engine become equal to the engine speed of the reference engine when all the engines satisfy a condition to transit to the synchronous mode.

A driveline arrangement, comprising a first internal combustion engine, a second internal combustion engine, and a transmission arrangement comprising a first input shaft drivingly connected to a first crank shaft of the first internal combustion engine, and a second input shaft drivingly connected to the second crank shaft of the second internal combustion engine, the transmission arrangement being configured to simultaneously receive a torque from the first and second crank shafts. Further, control circuitry of a control unit is configured to control the first internal combustion engine to assume a combustion stage at a different point in time compared to the point in time at which the second internal combustion engine assumes its combustion stage by adjusting a crank angle degree of the first crank shaft.

A method for controlling a speed of a propeller of a marine propulsion device during launch of a marine vessel comprises receiving a command to initiate an enhanced launch feature of the marine vessel. The method includes increasing a speed of an engine of the marine propulsion device in response to the enhanced launch feature command. While the engine speed increases, the method includes commanding a first amount of engagement of a forward gear controlling torque transfer from an output shaft of the engine to an input shaft of the propeller. After the engine speed reaches a predetermined threshold, the method includes commanding a second, greater amount of engagement of the forward gear controlling torque transfer from the engine output shaft to the propeller input shaft.

A system and method for synchronizing a frequency of plurality of variable frequency generators with a variable frequency load over a variable frequency bus independent of a frequency conversion stage. A synchronization controller is configured to determine an optimal bus frequency of the variable frequency bus based on at least one power demand requirement of the variable frequency load operatively connected to the variable frequency bus. With the optimal frequency, an available power range supplied by the plurality of variable frequency gensets at the optimal bus frequency can be determined. The synchronization controller then asymmetrically loads the variable frequency load to the plurality variable frequency gensets at the optimal bus frequency based on the operating range of each variable frequency genset and recursively updates the optimal bus frequency based on operational statistics of the asymmetrically loaded variable frequency gensets.

A system and method for synchronizing a frequency of plurality of variable frequency generators with a variable frequency load over a variable frequency bus independent of a frequency conversion stage. A synchronization controller is configured to determine an optimal bus frequency of the variable frequency bus based on at least one power demand requirement of the variable frequency load operatively connected to the variable frequency bus. With the optimal frequency, an available power range supplied by the plurality of variable frequency gensets at the optimal bus frequency can be determined. The synchronization controller then asymmetrically loads the variable frequency load to the plurality variable frequency gensets at the optimal bus frequency based on the operating range of each variable frequency genset and recursively updates the optimal bus frequency based on operational statistics of the asymmetrically loaded variable frequency gensets.

Systems and methods of heat management of turbine engines including turbofans, turboprops and turboshafts and fan driven propulsion systems. The propulsion system may comprise a fan, nacelle, an electrical or mechanical heat source and a cooling system consisting of heat exchangers in the fan duct and on the nacelle and coolant pumps. The heat source can be a motor or a generator or turbine machinery or accessories rotationally coupled to rotating shafts. The heat management system transfers heat to the air in the fan flow path to provide additional fan thrust. The heat management system also transfers heat to structural members in the gas flow path that require anti-icing.