Abstract: A liquid heat transfer mixture comprises a mixture of a liquid perfluoropolyether and a liquid alkoxy-perfluoroalkane, wherein the volume ratio of the liquid perfluoropolyether to the liquid alkoxy-perfluoroalkane is from 20:80 to 80:20. Use of the liquid heat transfer mixture is also disclosed.

Abstract: A method for manufacturing a fiber reinforced structure includes the following. A mandrel of a first material comprises a hollow interior and an aperture that allows a fluid to enter the interior. A layer of a second material provided on the mandrel includes an uncured resin and fibers. The mandrel and the layer are placed in a mold cavity formed by a mold. A pressurized fluid is introduced into the interior of the mandrel via the aperture to generate a force acting to expand the mandrel outward. The mandrel is heated so that it becomes deformable and expand outward to press the layer against the mold. The layer is heated so that it cures. The mandrel is then heated to a temperature above its melting point of the first material so that it melts, after which it is removed.

Abstract: A powertrain for a vehicle includes a combustion engine and a drivetrain having a coupling with a first state of operation in which the input of the coupling is locked to the output of the coupling, and a second state of operation in which the input of the coupling is not locked to the output of the coupling for allowing slippage. The drivetrain also has a final drive configured for supplying torque to a drive wheel from the coupling, wherein the final drive is coupled to the coupling at a fixed gear ratio. The powertrain further includes one or more electric motors configured to supply torque to the drivetrain one or both of the input side and the output side of the coupling.

Abstract: A powertrain for a vehicle includes a combustion engine and a drivetrain having a coupling with a first state of operation in which the input of the coupling is locked to the output of the coupling, and a second state of operation in which the input of the coupling is not locked to the output of the coupling for allowing slippage. The drivetrain also has a final drive configured for supplying torque to a drive wheel from the coupling, wherein the final drive is coupled to the coupling at a fixed gear ratio. The powertrain further includes one or more electric motors configured to supply torque to the drivetrain one or both of the input side and the output side of the coupling.

Abstract: A powertrain (12) for a vehicle (10) is disclosed. The powertrain (12) comprises: a combustion engine (24), (ii) a drivetrain (14) having a torque converter (32) with a first state of operation in which the input (34) of the torque converter (32) is locked to the output (36) of the torque converter (32) and a second state of operation in which the input (34) of the torque converter (32) is not locked to the output (36) of the torque converter (32) for allowing slippage. The drivetrain also has a final drive (44) for supplying torque to the drive wheel (16) from the torque converter (32), wherein the final drive (44) is coupled to the torque converter (32) at a fixed gear ratio. The powertrain (12) further comprises: (iii) a first electric motor (28) configured to supply torque to the drivetrain (14) on the output-side of the torque converter (32).

Abstract: A method for manufacturing a fiber reinforced structure includes the following. A mandrel of a first material comprises a hollow interior and an aperture that allows a fluid to enter the interior. A layer of a second material provided on the mandrel includes an uncured resin and fibers. The mandrel and the layer are placed in a mold cavity formed by a mold. A pressurized fluid is introduced into the interior of the mandrel via the aperture to generate a force acting to expand the mandrel outward. The mandrel is heated so that it becomes deformable and expand outward to press the layer against the mold. The layer is heated so that it cures. The mandrel is then heated to a temperature above its melting point of the first material so that it melts, after which it is removed.

Abstract: A turbine housing for a supercharger, includes an inlet opening, a turbine seat and a race extending from the inlet opening to the turbine seat, the race including a first spiral chamber (7) which mouth into the turbine seat and a second spiral chamber (8) which mouth into the turbine seat. Both the first spiral chamber (7) and the second spiral chamber (8) mouth in a first angular segment (?) of the turbine seat, the axial height of the mouth into the turbine seat of the second spiral chamber (8) in the first angular segment (?) is bigger in the end of the first angular segment (?) than in the beginning thereof seen in a flow direction (F), and in that the A/R-ratio of the first spiral chamber (7) is smaller than the common A/R-ratio of the first spiral chamber (7) and the second spiral chamber (8).

Abstract: An exhaust system for interaction with a combustion engine, includes a manifold (3) and a supercharger (4) including a turbine housing (5) having a turbine seat, an outlet opening of the manifold communicating with an inlet opening of the turbine housing, and a catalytic exhaust emission control device including a first catalyst (9) and a second catalyst (10). The first catalyst communicates with an outlet opening of the turbine housing, and the exhaust system (1) includes a bypass (11) having a first end that mouth at a point upstream of the turbine seat, the second catalyst and a second flow regulator (12) being arranged in the bypass, and a first flow regulator (8) being arranged downstream of the point in which the first end of the bypass mouth. A method for controlling such an exhaust system, and a vehicle including a combustion engine and such an exhaust system are described.

Abstract: A turbine housing for a supercharger, includes an inlet opening, a turbine seat and a race extending from the inlet opening to the turbine seat, the race including a first spiral chamber (7) which mouth into the turbine seat and a second spiral chamber (8) which mouth into the turbine seat. Both the first spiral chamber (7) and the second spiral chamber (8) mouth in a first angular segment (?) of the turbine seat, the axial height of the mouth into the turbine seat of the second spiral chamber (8) in the first angular segment (?) is bigger in the end of the first angular segment (?) than in the beginning thereof seen in a flow direction (F), and in that the A/R-ratio of the first spiral chamber (7) is smaller than the common A/R-ratio of the first spiral chamber (7) and the second spiral chamber (8).