Abstract: A stabilizing arrangement of a cooling system module of a vehicle includes stabilizer pins attached to the vehicle cooling system module. Stabilizer slots are incorporated into a component of the chassis of the vehicle, such as a frame extender. The stabilizer slots may be formed as an upwards opening U-shape. Bushings are attached to the stabilizer pins. The stabilizer pins and bushings extend laterally into and engage with the stabilizer slots. Upon installation, the stabilizer pins and bushings are aligned with the stabilizer slots as the cooling system module is lowered onto the ISO mounts. The stabilizer pins and bushings slide vertically downwards into the stabilizer slots as the cooling system module is lowered into place. The simpler stabilizer pins, bushings, and stabilizer slots thereby take the place of expensive, time consuming, complex, labor intensive, and space consuming stay rod arrangements.

Abstract: A stabilizing arrangement of a cooling system module of a vehicle includes stabilizer pins attached to the vehicle cooling system module. Stabilizer slots are incorporated into a component of the chassis of the vehicle, such as a frame extender. The stabilizer slots may be formed as an upwards opening U-shape. Bushings are attached to the stabilizer pins. The stabilizer pins and bushings extend laterally into and engage with the stabilizer slots. Upon installation, the stabilizer pins and bushings are aligned with the stabilizer slots as the cooling system module is lowered onto the ISO mounts. The stabilizer pins and bushings slide vertically downwards into the stabilizer slots as the cooling system module is lowered into place. The simpler stabilizer pins, bushings, and stabilizer slots thereby take the place of expensive, time consuming, complex, labor intensive, and space consuming stay rod arrangements.

Abstract: A vehicle has a climate control system using a heat pump having a condenser heat exchanger that exchanges heat between refrigerant and working fluid within a hot fluid chamber, and an evaporator heat exchanger that exchanges heat between refrigerant and working fluid within a cold fluid chamber. A super-heated fluid pressure vessel may be in fluid communication with the cold fluid chamber by way of a heat exchanger and an electrically controlled variable delivery valve, and has an electric heater that may be powered by a drivetrain battery or by a shore power source. The hot fluid chamber provides heat to at least one cabin heat exchanger and to at least one ambient air heat exchanger. The cold fluid chamber is connected to at least one vehicle interior cooling module, to a waste heat source, and to a cold fluid chamber to outside heat exchanger.

Abstract: A vehicle has a waste heat recovery (WHR) system and an engine. The WHR system includes a WHR working fluid circuit with a pump, a power turbine, and a condenser. An engine coolant circuit circulates coolant between the engine and an engine coolant heat exchanger/working fluid boiler in the WHR working fluid circuit. At least one exhaust gas heat exchanger/superheater in the WHR working fluid circuit receives waste heat from an exhaust circuit and/or from an exhaust gas recirculation circuit. A working fluid cooled charge air cooler in the WHR working fluid circuit receives waste heat from compressed charge air in a charge air intake circuit. A recuperator may transfer waste heat from working fluid passing from the power turbine to the condenser to working fluid passing from the working fluid cooled charge air cooler to the engine coolant heat exchanger/working fluid boiler.

Abstract: An electric or hybrid electric vehicle has a climate control system using a heat pump having a condenser heat exchanger that exchanges heat between refrigerant and working fluid within a hot fluid chamber, and an evaporator heat exchanger that exchanges heat between refrigerant and working fluid within a cold fluid chamber. An insulated fluid reservoir may selectively be placed in fluid communication with the cold fluid chamber, and has a Positive Temperature Coefficient (PTC) heater that may be powered by a drivetrain battery unit or by a shore power source. The hot fluid chamber provides heat to at least one cabin heat exchanger and to at least one ambient air heat exchanger. The cold fluid chamber is connected to at least one vehicle interior cooling module and to a liquid cooled heat sink that may cool an electric motor and power electronics of the vehicle.

Abstract: A vehicle has a climate control system using a heat pump having a condenser heat exchanger that exchanges heat between refrigerant and working fluid within a hot fluid chamber, and an evaporator heat exchanger that exchanges heat between refrigerant and working fluid within a cold fluid chamber. A super-heated fluid pressure vessel may be in fluid communication with the cold fluid chamber by way of a heat exchanger and an electrically controlled variable delivery valve, and has an electric heater that may be powered by a drivetrain battery or by a shore power source. The hot fluid chamber provides heat to at least one cabin heat exchanger and to at least one ambient air heat exchanger. The cold fluid chamber is connected to at least one vehicle interior cooling module, to a waste heat source, and to a cold fluid chamber to outside heat exchanger.

Abstract: An electric or hybrid electric vehicle has a climate control system using a heat pump having a condenser heat exchanger that exchanges heat between refrigerant and working fluid within a hot fluid chamber, and an evaporator heat exchanger that exchanges heat between refrigerant and working fluid within a cold fluid chamber. An insulated fluid reservoir may be in fluid communication with the cold fluid chamber, and has a Positive Temperature Coefficient (PTC) heater that may be powered by a drivetrain battery or by a shore power source. The hot fluid chamber provides heat to at least one cabin heat exchanger and to at least one ambient air heat exchanger. The cold fluid chamber is connected to at least one vehicle interior cooling module, to a liquid cooled heat sink that cools the electric motor and power electronics of the vehicle, and to a cold fluid chamber to outside heat exchanger.

Abstract: A vehicle has a waste heat recovery (WHR) system and an engine. The WHR system includes a WHR working fluid circuit with a pump, a power turbine, and a condenser. An engine coolant circuit circulates coolant between the engine and an engine coolant heat exchanger/working fluid boiler in the WHR working fluid circuit. At least one exhaust gas heat exchanger/superheater in the WHR working fluid circuit receives waste heat from an exhaust circuit and/or from an exhaust gas recirculation circuit. A working fluid cooled charge air cooler in the WHR working fluid circuit receives waste heat from compressed charge air in a charge air intake circuit. A recuperator may transfer waste heat from working fluid passing from the power turbine to the condenser to working fluid passing from the working fluid cooled charge air cooler to the engine coolant heat exchanger/working fluid boiler.

Abstract: A fuel injector for injecting fuel into a cylinder of an internal combustion engine includes an injector body and a needle valve. A feed passage (408) fluidly connects a needle chamber (402) with a source of high pressure fuel. The needle chamber (402) is formed in a needle housing (400) and has a centerline (X) extending along its length. The needle valve is located in the needle chamber (402). A collection cavity (410) is formed in the needle housing (400) and in fluid communication with the needle chamber (402). The collection cavity (410) is positioned between the needle chamber (402) and the feed passage (408). The collection cavity (410) is advantageously substantially symmetrical about a plane that is perpendicular to the centerline (X) of the needle chamber (402).